Tanker 910 on the Soberanes Fire

Tanker 910 Soberanes Fire
Tanker 910 on the Soberanes Fire, 6:02 p.m. MDT July 23, 2016. Photo by Wally Finck.

Wally Finck, a Battalion Chief with Santa Clara County Fire, sent us two photos he took of Tanker 910, a DC-10, dropping retardant on the Soberanes Fire in Monterey County, California.

Tanker 910 Soberanes Fire
Tanker 910 on the Soberanes Fire, 6:02 p.m. MDT July 23, 2016. Photo by Wally Finck.

On August 4 we ran the photo below that Chief Finck also shot.

T-910 Soberanes Fire
T-910 on the Soberanes Fire. Photo by Wally Finck.

Thanks Chief Finck.

CAL FIRE adds a DC-10 to their air tanker fleet

The California Department of Forestry and Fire Protection added a DC-10 air tanker to their fleet on June 27.

Below is a screen shot from the 10 Tanker Air Carrier website.

10 tanker

All three of the company’s DC-10s have been busy in California and Arizona in recent days.

Thanks and a tip of the hat go out to Matt.

Videos of a DC-10 fighting bushfires in Australia

Known in the United States as Tanker 910, the aircraft is one of four large air tankers from North America currently under contract in Australia for their 2015/2016 bushfire season. Down under they call it the Southern Belle.

If I’m interpreting correctly the data at the top-right in this first video by the NSW RFS, the tanker is about 15 to 20 km from the camera. Shot at the Buddah Creek Fire near Hawkesbury, it was uploaded to YouTube on December 10.

The next video shows the DC 10 dropping on the Maddens Plain Fire December 11,  2015. NSW RFS video by Kallie Rayner.

More information about the bushfires in New South Wales is at Wildfire Today.

DC-10 air tanker arrives in Australia

air tanker 910
T-910 prepares to depart Albuquerque for Australia. Photo by 10 Tanker Air Carrier.

The second air tanker from North America has arrived in New South Wales for their summer bushfire season. Tanker 910, one of three DC-10s operated by 10 Tanker Air Carrier, arrived on September 28 after flying from Albuquerque, New Mexico. The aircraft flew at 28,000 feet and 512 mph in between stops for fuel at Hawaii and Pago Pago. It dropped into Brisbane, Australia to go through customs and is expected to arrive at RAAF Base Richmond in Sydney at 10:08 p.m. US Mountain Time on September 28.

Tanker 910 joins Tanker 132, an L-382 Hercules operated by Coulson, which has been down under since the first part of September. New South Wales has contracted for the two of them to help ground-based firefighters during the Australian summer. They will be stationed at RAAF Base Richmond in Sydney.

Coulson says the L-382 has their latest Coulson SMART 4,400-gallon (16,655 liter) retardant tank system. The DC-10 carries 11,600 gallons (44,000 liters).

Victoria will have two large air tankers under contract again this summer, beginning in November unless they are needed earlier. A year ago during Australia’s 2014-2015 summer two large air tankers from North America were under contract in the state, Coulson’s Tanker 131, a C-130Q, and Conair’s Tanker 162, an RJ-85. The two aircraft dropped more than a million liters (264,000 gallons) of fire retardant across the state, completing 81 drops across Victoria, South Australia and Western Australia.

Tanker 132
Leading Aircraftmen Lewis Holland and Brendan Donnelly of No 37 Squadron tow an Air Start Cart to Tanker 132 at RAAF Base Richmond in Sydney. Photo by CPL David Said.

Radio interview about USFS air tankers, and an Rx for a new air tanker

Tanker 118 on the Lowell Fire
Tanker 118 on the Lowell Fire, July 25, 2015. Photo by Matthew Rhodes.

Jennifer Jones, a spokesperson for the U.S. Forest Service in Boise, was interviewed by KVPR about air tankers. It began with a discussion about the HC-130H, Tanker 118, a USFS owned/contractor operated air tanker that has been used for a few weeks working out of McClellan Airport. She was very well-spoken and knowledgeable, and generally did an outstanding job.

However, she said “…nobody manufactures off the line air tankers”, which illustrates the apparent bias of the USFS against the purpose-built “SuperScoopers”, the CL-215 and the CL-415 used by the dozens in other countries in North America and Europe. The USFS contracted for their first one last year.

The Air Tractor single engine air tankers could be considered purpose-built. They were first designed as crop sprayers in 1973, but the conversion from dropping pesticides to fire retardant in 1990 was not a huge leap and the mission profiles are similar.

Air Tankers at Dryden
Air Tankers, mostly purpose built CL-415s, and other firefighting aircraft at Dryden (Ontario) Regional Airport in mid-June, 2015. They are owned by the Province of Ontario, one of the 10 provinces in Canada. Photo by Chris Sherwin, via Mike. Click to enlarge.

And don’t forget the Russian-built Be-200. I consider it a hybrid, since it was designed as an amphibious scooping air tanker, but has provisions for carrying passengers when its not suppressing fires. This may have been a compromise during the design process, when a high-ranking politician could have said, “But what if it could also do this, and this….”. Much like the convoluted process of designing the Bradely Fighting Vehicle. So many additional functions were added that it could no longer efficiently and safely function in it’s intended role; transporting troops.

While we’re on the subject of purpose-built air tankers-

I am impressed by the design of some purpose-built aircraft that do not have a single wasted or unused cubic foot. Think about the K-MAX and the Sikorsky S-64 (Erickson Air-Crane) that are built to do one thing — lift heavy loads. No compromises there. Looks that only an aircraft engineer could love, but very efficient. The Air Tractor is another pretty good example.

K-MAX, side
K-MAX at Custer, SD, July 10, 2012. Photo by Bill Gabbert

K-MAX, front

An air tanker is not required to have a cavernous unused space inside like Tanker 910 below. Imagine how much the weight and air resistance could be reduced if an air tanker was not built around space to carry 380 passengers. This is not a criticism of the DC-10 air tankers. They selected one of the best air frames available at a reasonable cost and figured out a way to turn it into a very effective and useful firefighting tool.

Tanker 910, a DC-10 air tanker
Interior of tanker 910, a DC-10, at Rapid City, April 23, 2013. Photo by Bill Gabbert.

I’d like to see the K-MAX engineering team design from scratch a fixed wing air tanker built around the following components, glue them together, and then configure them to be airworthy, capable of flying at least 350 mph, and able to take off from Ramona, California with a full load of retardant on a 90 degree day;

  • 5,000 to 10,000-gallon tank,
  • cockpit for two (no passengers; possibly a third seat for an inspector pilot or trainee),
  • fuel, and
  • engines.

10 Tanker’s upgraded DC-10 is almost ready to fight fire

T-910
This aircraft replaced the original DC-10, Tanker 910. 10 Tanker Air Carrier photo.

On April 18, 10 Tanker Air Carrier wrote on their Facebook page:

Last week our “new” 910 finished the conversion and came out of the hanger. Yesterday she made her first flight. She’ll head back to Albuquerque this week for Forest Service checks, and be ready for the fire season. What a beautiful addition to the fleet!

T-910
The “new” version of Tanker 910. 10 Tanker Air Carrier photo.

Last year 10 Tanker Air Carrier retired one of their three DC-10 air tankers, Tanker 910, the first DC-10 air tanker.

The aircraft was converted in 2004, and began working in California under a CAL FIRE contract in 2006. Since that time Tanker 910 dropped on over 500 fire missions in California, and over 750 across the country. It has been joined by two other converted DC-10s, with the third one being introduced to the fleet on August 30.

The “new” Tanker 910 is a newer air frame that will carry the same “T-910” designation as the plane that retired last fall. The work on the replacement began in early September, 2014.

“The new T-910, like T-912, is one of the last DC-10s built, and will standardize our fleet on the DC-10 -30 model,” Rick Hatton, President and CEO of 10 Tanker, said in January. He said the DC-10-30 is certified to fly at gross weights up to 590,000 pounds. On a typical firefighting mission with three hours of fuel the aircraft would lift off weighing approximately 390,000 pounds. The company says this allows a margin of nearly 200,000 pounds below the previously certified weight, which greatly enhances performance, maneuverability, and safety.

Mr. Hatton said three of their DC-10 airtankers will be available for the 2015 fire season — T-911, T-912, and the “new” T-910.

Replacement for Tanker 910, a DC-10, is about 50% complete

The Castle Airport Fire Department in California gave a final farewell to T-910 as it taxied out for the final time November 15. Photo via 10 Tanker Air Carrier.

The aircraft that is replacing Tanker 910, one of the three DC-10 air tankers, is about 50 percent through the process of being converting from an airliner into an 11,600-gallon air tanker.

10 Tanker Air Carrier announced today that it is scheduled to begin test flights in March of this year.

“The new T-910, like T-912, is one of the last DC-10s built, and will standardize our fleet on the DC-10 -30 model,” said Rick Hatton, President and CEO of 10 Tanker. He said the DC-10-30 is certified to fly at gross weights up to 590,000 pounds. On a typical firefighting mission with three hours of fuel the aircraft would lift off weighing approximately 390,000 pounds. The company says this allows a margin of nearly 200,000 pounds below the previously certified weight, which greatly enhances performance, maneuverability, and safety.

Mr. Hatton said three of their DC-10 airtankers will be available for the 2015 fire season — T-911, T-912, and the “new” T-910.

Fire Aviation first wrote about the retirement of T-910 in November.