Jeff Ingelse took this photo of an Erickson Aero Tanker MD-87 parked at Redmond, Oregon Monday morning. He said both of the MD-87s at the airport had similar stains on the fuselage approximately the color of fire retardant. The air tankers made multiple sorties to the Two Bulls Fire over the weekend, dropping retardant.
Earlier on Fire Aviation the question was raised about the possibility of retardant being ingested into the engines. From the photo above, we of course can’t tell if that is an issue or not. Maybe Erickson Aero Tanker has it all figured out and it is not a problem.
This video uploaded to YouTube on June 8 shows several different air tankers taking off at Redmond, Oregon to work on the Two Bulls Fire three miles west of Bend, Oregon. The aircraft seen in the video include MD-87s (T-101 and 105), a P2V (probably T-06), and a BAe-146. At first the video looks like a still photograph, but the first aircraft can be seen about 12 seconds in.
It is interesting seeing the different routes taken after takeoff, the speed of the aircraft, and the altitude at the end of the runway.
The two MD-87 air tankers that just entered service both worked the Two Bulls Fire west of Bend, Oregon today. June 8 was the first day on duty for T-105; its sister T-101’s first day was June 4. Earlier we had a photo of T-101 taken shortly after it reported for duty.
Jeff Ingelse took the photo above and said all three ships, including T-06, the P2V, flew several loads of retardant to the fire today. Thanks Jeff!
(Revised on June 7 to include the pilot in the list of people who received awards.)
Four park rangers and a helicopter pilot at Yosemite National Park received awards on May 8, 2014 from Secretary of Interior Sally Jewell for an incredible rescue which required suspending personnel 150 feet below a helicopter that was hovering for an extended period of time close to the vertical rock face of El Capitan in California.
On September 26, 2011 a climber suffered a lead fall which resulted in the amputation of his thumb. Miraculously, the thumb fell onto a nearby ledge and was recovered by the climber’s partner. A traditional rescue from that location involves inserting a team onto the summit, lowering a rescuer 1,000 feet to the injured climber, and then lowering the injured climber and rescuer an additional 2,000 feet to the ground. That takes many hours, would have been complicated by darkness, and would have significantly reduced the chance of successfully reattaching the thumb. Instead, an advanced and experimental technique was used which involves establishing a tag line from the helicopter to the vertical wall. This technique, practiced but never before employed in an actual rescue, requires a long hover time by the pilot while spotters and riggers on board the helicopter establish a fixed line and monitor the helicopter’s position.
Assistant Helitack Foreman Jeff Pirog rigged the tag line and monitored tail and rotor clearances while the helicopter hovered in close proximity to the wall. Yosemite Helitack Foreman, Eric Small, established the tag line from the helicopter by throwing a weighted ball with an attached string from the open door of the helicopter to the injured climber. Once the tag line was established, Mr. Small dropped his end of the tag line down the 150-foot long short haul line to the rescuers suspended blow.
At the end of the short haul rope, Jeffery Webb and David Pope used the tag line to pull themselves over to the climbers and prepared the injured person for evacuation. When they were ready, Mr. Pope and the injured climber were released from the wall and onto the short haul system. The helicopter, piloted by Richard B. Shatto, transported them to El Capitan Meadow where the injured climber and his amputated thumb were transferred to an air ambulance. Later that night doctors successfully reattached the thumb.
Mr. Webb remained on the wall with the injured climber’s partner overnight; they were evacuated the following morning.
Department of Interior Valor Awards were given to the four NPS personnel mentioned above: Jeff Pirog, Eric Small, Jeffery Webb, and David Pope. The pilot, Mr. Shatto, was not a DOI employee and therefore not eligible for a Department Valor Award, but he did receive a Citizens Award for Bravery from Secretary Jewell.
The amount of expertise required to accomplish something like this is mind-boggling — the training, planning, helitack skills, pilot skills, and rock climbing experience. And to pull it off expertly during an emergency is very impressive and certainly worthy of a major award. Congratulations to all five.
The Smithsonian’s Air and Space Magazine has an interesting article about pilots who fly for the National Park Service. Here’s how it begins:
The chance to see from the air some of Earth’s most beautiful places is the most obvious reward of flying for the U.S. National Park Service. But the job also has unique risks, as Weino “Tug” Kangus, the most experienced airman in park service history, can attest. Now 72 with 39 years as a pilot, Kangus still flies five days a week over Lake Powell’s breathtaking 185-mile-long expanse of rock and deep water in the Glen Canyon National Recreation Area in Utah and Arizona.
I ask him about a particularly memorable moment in his career. “Some Navajo bad guys shot two officers and burned their bodies on the San Juan River,” he says of a 1987 incident. “We spent time flying with the FBI looking for those guys, and we found out about two years later that one of them was hiding out in a hogan [adobe dwelling] on the reservation. We dropped down low enough where we could look right in the door of that hogan, and there he was, standing in the doorway with a high-powered rifle with a ’scope, pointed right at us. I’ve been in on scores of those things—that’s what we do.”
Law-enforcement missions, Kangus says, require precision flying. “You’re not going to arrest anybody from the air, though I have pulled them over and have them spread-eagle on the ground. The thing is, if you can’t control your aircraft in a 30-degree [bank], low enough that you can read a license plate or follow footprints in the desert, you should be in a different business.”
Erickson Aero Tanker’s T-101 photographed June 4 at Redmond, Oregon, its first day on the job. Its sister, T-105, is scheduled to begin work Sunday, June 8.
Congratulations to all the folks at Erickson Aero Tanker. It is a long, complicated, expensive, arduous, bureaucracy-laden process to bring an air tanker from a concept, to sitting on the ramp at an air tanker base waiting for its first fire.
Shouldn’t there be a ceremony on an air tanker’s first day on the job? Like, taxiing under fire hose streams, breaking a bottle of champagne over some hard point on the aircraft, or cutting off the shirt tails of the crew?
About 80 rookies are going through the National Rappel Academy in Salmon, Idaho this week.
Below is an excerpt from an article at LocalNews8:
The National Rappel Academy in Salmon is one of a kind. For the fourth consecutive year veteran rappellers, who trained two weeks ago, are teaching nearly 80 rookies for a week in preparation of a busy summer season.
The rookies go through ground training before practicing from a tower that simulates a helicopter. A spotter, check spotter and rappeller all practice from the top of the deck.
Don Campbell, a specialist at the National Rappel Academy, has actual experience in every position. He said the future heli-rappellers will focus on the initial attack on wildfires.
Carrie Bond, a rookie from Iowa, said her week of training has been busy but exciting.
“It’s intimidating to look at the towers and look at the helicopters go up, but the crew here has been awesome,” said Bond. “I couldn’t ask for a better crew.”