The fire eventually burned 120,000 acres south of Provo, Utah
In this video a DC-10 Very Large Air Tanker drops fire retardant on the Pole Creek Fire that eventually burned 120,000 acres south of Provo, Utah. The video was shot September 20, 2018 from a mapping aircraft operated by Owyhee Air Research, Inc.
— Bureau of Land Management Idaho Fire (@BLMIdahoFire) July 14, 2019
It is interesting that the lead plane was much lower than the DC-10. If the tanker had dropped at that height it would have been an extremely low drop and the retardant would have been rapidly moving forward when it impacted the ground. Maybe the lead was low to give the following air tanker pilot a better 3-D perspective of what piece of ground it was over when they released smoke or said “start here”, and they have already agreed on the drop height.
The aircraft still needs a retardant delivery system
The California Department of Forestry and Fire Protection (CAL FIRE) has taken one visible step toward incorporating the seven HC-130H aircraft into their air tanker fleet. One of them, Tanker 118, showed up at Sacramento McClellan Airport today sporting new livery. And it’s clearly identifiable as a CAL FIRE aircraft, with CAL FIRE in bold letters behind the cockpit, and below the wing is the state flag. The paint design is similar to that on their S-2T air tankers.
The aircraft was operated off an on for a couple of years by the FS using a slip-in Modular Airborne FireFighting System (MAFFS) retardant system. It was borrowed from the program of using military C-130s during busy portions of fire seasons when a surge capacity was needed. All seven HC-130H aircraft were supposed to receive retardant tanks, but the U.S. Air Force, responsible to see that it was done, dithered on that program for years and it never happened.
T-118 will be getting the rudder painted soon, and one day may receive a conventional internal gravity-powered retardant delivery system.
Chief of CAL FIRE Thom Porter said he expects it to be ready to fight fire in 2021.
If you ever need to kill some time, you can read through the 40 or so articles on Fire Aviation about the troubled U.S. Forest Service HC-130H program. The are all tagged HC-130H.
A P3 Air Tanker, Tanker 23, made a demonstration water drop at Northern Colorado Regional Airport in Loveland, Colorado June 28, 2019 while Colorado’s Pilatus PC-12 MultiMission aircraft filmed it from 20,000 feet. The aircraft has a Call When Needed contract with the state of Colorado for fighting wildfires.
The Horse Butte Fire has burned 9,400 acres approximately 18 miles northwest of Aberdeen, Idaho. The lightning-caused fire has been moving actively through brush and tall grass. Firefighters are expecting to have it contained by the end of the day on Monday.
The photo below shows a DC-10 Very Large Air Tanker, Tanker 912, dropping on the fire.
A single engine air tanker (SEAT) crashed while scooping water on a lake in Portugal on July 3, 2019. It happened near Trizio, in the municipality of Sertã, in Castelo Branco.
Just after the aircraft’s pontoons made contact with the water the aircraft tipped forward and may have flipped once or twice. It settled upright for a short while as the uninjured pilot self-extricated, then it sank in 25 meters of water.
The aircraft had been based at Proença-A-Nova, in Castelo Branco district.
It appears in the video below that the landing gear was down as it began scooping.
Divers with the Humanitarian Association of Volunteer Firefighters of Cernache do Bonjardim (BV Cernache do Bonjardim) recovered the aircraft from the lake bottom by attaching air bags. When it surfaced it was towed to the shore. These photos by BV Cernache do Bonjardim are used with their permission.
Paracargo is the rigging, loading, and safe aerial delivery of a wide variety of supplies and equipment in support of wildland fire operations.
Most any supply or piece of fire equipment can and has been delivered by paracargo. Packages range from 10 to 1500 lbs in size and large orders are typically palletized for delivery. Typical delivered supplies include food, water, pumps, hose, chainsaws, 4-wheelers, zodiacs, and 55-gallon fuel drums.
Paracargo can deliver goods over long distances and is usually faster and more cost efficient than rotor aircraft. Close to 300,000 lbs. of cargo are delivered in a typical season with over 715,000 lbs. delivered in the busy 2009 season.
In our continuing series of looking back at photos of historic air tankers, today we are featuring Tanker 127, a PB4Y-2 Privateer (N6884C, B. 59701). All of these photos of the aircraft were furnished by the Flight Test Museum at Edwards Air Force Base except for the one at the top of this article.
Unlike many of the aircraft that were converted into air tankers from what would now be 50 to 70 year old former military war birds, Tanker 127 still exists today and can be seen at the Museum of Flight and Aerial Firefighting west of Greybull, Wyoming. Just looking at the external appearance of T-127 it almost appears like it could take to the air again, at least when viewed from a distance. But apparently it has had quite a bit of cosmetic surgery done on its nose.
Consolidated Aircraft produced 739 PB4Y-2s from 1943 until 1945, mostly for the U.S. Navy, but also for the U.S. Coast Guard. Its primary function was as a long-range patrol bomber. Defensive armament included twelve .50-in (12.7 mm) M2 Browning machine guns in six power operated turrets (two dorsal, two waist, nose, and tail)
The Navy and the Coast Guard retired the model in 1954 and 1958, respectively. In the 1950s and early 1960s many of the PB4Y-2s were converted to a drone configuration as P4Y-2Ks to be used as targets.
According to Warbirdregistry.org, this aircraft was “up for disposal, circa 1959”, and was later owned by Allied Metal Industries, International Air Applicators, Rosenbalm Aviation, Hawkins and Powers Aviation, Pride Capital Group LLC, and Bob J. Hawkins/D & G Inc.
Quite a few PB4Y-2s were converted into air tankers but their firefighting careers came to an end after the second in-flight major structural failure of Hawkins & Powers air tankers in 2002. The first was T-130, a C-130A working on the Cannon Fire near Walker, California on June 17, killing all three crew members after both wings folded upward and separated from the aircraft.
The second was T-123, a PB4Y-2 on the Big Elk Fire east of Estes Park, Colorado on July 18. From Wikipedia:
The aircraft, operating with the call sign Tanker 123, was loaded with 2,000 US gallons (7,600 L) of retardant. At the time of the accident, it was in a left turn to line up for its eighth drop of the day on the Big Elk fire. While still in the 15–20° left bank, witnesses on the ground and in another tanker observed the left wing separate from the aircraft and “fold upwards”, followed almost immediately by the initiation of a fire. The aircraft continued to roll left, impacting the ground at a 45° nose down attitude, starting a large fire at the wreck site. Both crewmen were killed in the crash.
After those two crashes and five fatalities, the U.S. Forest Service and Bureau of Land Management commissioned a Blue Ribbon Panel to evaluate, “the airworthiness of aircraft that were operating outside of their original intended design”. After the report was released in March, 2003 the USFS and BLM declined to renew the contracts on nine C-130A and PB4Y-2 airtankers. In a 2003 hearing before the Senate Energy and Natural Resources Committee, Larry Hamilton of the BLM testified, “The report also identified a lack of training in contemporary aviation management areas that has contributed to an unacceptable accident rate.”
In 2002 44 large air tankers were on exclusive use contracts but after the two accidents the fleet atrophied, reaching a low of 9 in 2013. In 2014 “next-generation” air tankers began receiving contracts and the numbers increased, with 10 to 20 on EU contracts, but only 13 in 2018. The USFS has been using Call When Needed air tankers much more often than before, even though they are much more expensive to operate. The 2017 average daily rate for large federal CWN air tankers was 54 percent higher than aircraft on exclusive use contracts.