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A video we embedded in an article on June 7 shows one of the DC-10 very large air tankers making a precision drop using what appeared to be a small fraction of it’s 11,600 gallon capacity, on what was described as a 7-acre fire below Pinal Peak near Globe, Arizona. It generated a fair amount of discussion in the comments, mostly positive, except for one from “Don” who called it “overkill”. “DiggerT” provided a thoughtful response to Don, and I also added my two cents in a comment.
We don’t know why the DC-10 was selected to drop on the fire near Pinal Peak. Maybe it had been dropping on another fire in the area, or perhaps it was the only air tanker available. At any rate, in the video the radio traffic from the lead or air attack plane indicated that he was extremely pleased with the results of the drop.
I am pasting below what I wrote in the comment because it includes a few details about the pricing structure for the seven next generation air tankers that we have not previously covered:
“Don, are you aware that the hourly flight rate for the DC-10 on this new exclusive use contract is by far lower than the other six aircraft that were selected for contracts? The nearest competitor is $2,054 per hour more expensive than the DC-10, and the DC-10 is a little more than half the hourly rate for Minden’s BAe-146.
But keep in mind the contract is complex, and the DC-10’s pricing structure, in order to compare apples to apples, is based on delivering 3,000 gallons, approximately the same as the other six aircraft — according to information I received from someone who is very familiar with the contracting process for next generation air tankers. There are additional specifics to cover the DC-10 dropping more than 3,000 gallons.
But as you can see in the bid details, the Total Cost Estimate for the first year, which apparently takes this into account, has the DC-10’s total cost approximately in the same ball park as the others, which are, in millions, $36.4, $36.4, $38.9, $39.5, and $41.3. The DC-10’s was $43.2. But keep in mind that the DC-10 delivers about three to four times more retardant than the maximum capacity of the other next gen air tankers , and six times more than Tanker 40, a BAe-146, if T40 is reloading at Silver City Airtanker Base on a 90 degree day.
And, I have to agree with DiggerT. If there is any potential for a wildland fire to become large it should be attacked with overwhelming force, rather than attempting to fire fire on the cheap. This can save money, property, and lives.
I ran across an interesting document on the Southwest Coordination Center’s web site in the Aviation section titled BAe-146 Next Generation Airtanker Frequently Asked Questions. It is dated November 13, 2012 and in four and a half pages talks a lot about the BAe-146, but also refers frequently and generally to next generation air tankers. The entire document is HERE. Below is an example of one of the FAQs.
“Q. Why do you overfly some airtanker bases?
Next Generation Aircraft will have the capability of traveling at 450 plus MPH. This speed advantage will make it possible for an aircraft to fly to another airtanker base that has longer runways and faster fueling services. This will result in delivering the largest load of retardant and, many times, quicker turnaround times for the firefighters on the ground.
We need to view this more as gallons delivered to the ground. Because of the speed of these jet airtankers, distances between airtanker bases and the fire mean very little. The airtanker bases at large airports have longer runways, meaning the airtanker can haul more retardant. Example: T-40 can haul 2850 gallons of retardant from Mesa-Gateway Airtanker Base even though it is very hot there. The field elevation is very low and has a long runways(12,000 feet). T-40 flying from Silver City Airtanker Base can only haul 1900 gallons because the field elevation is close to 6,000 feet and 90 degrees with a 7,000-foot runway. The difference in time delivered may only be 5 minutes.
This information is discussed with either the Lead Plane, Air Attack or Incident Commander before this decision is made. The Pilot in Command will divert based on unsafe conditions of any airtanker base which may include but not be limited to weather.
Air Attack or Lead/ASM should pass this information to the dispatch office. In the event the closest airtanker base is being overflown, the dispatch office shall notify SWCC.”
Most of us have seen videos of the DC-10 air tankers dropping massive loads of retardant stretched out over thousands of feet of fireline, as seen in this excellent video by Tim Walton, or this one on the Lost Fire, but the video below is very different. It shows Tanker 911 dropping a very small fraction of its 11,600-gallon load on a seven-acre fire below Pinal Peak near Globe, Arizona. It was uploaded to YouTube April 22, 2013 by ir7kbpf.
(Originally published at 10:20 a.m. MT, June 7, 2013; updated at 12:53 p.m. MT, June 7, 2013)
Neptune Aviation has withdrawn their protest of the contract awards for next generation air tankers. The protest delayed for 24 days the award of contracts for three air tankers, and delayed for a month the award of the remaining four that were first tentatively announced on May 6.
Fire Aviation obtained confirmation from Ron Hooper, Neptune’s CEO, that the company dropped the protest after it was first announced by Colorado Senator Mark Udall. When asked if Neptune had received any additional contracts after withdrawing their protest, Mr. Hooper told Fire Aviation that he was not able to provide any further information.
Later in the day the U.S. Forest Service issued this statement from Chief Tom Tidwell:
We have learned that Neptune Aviation Services, Inc., of Missoula, Mont., has withdrawn their protest of the Forest Service exclusive use contract award for Next Generation large airtankers. The agency is now moving forward with awarding the remaining four Next Generation contracts, previously announced on May 6, 2013, thereby modernizing our fleet in the quickest manner possible as we face the prospect of a challenging wildfire season.
The U.S. Forest Service announced on May 6, 2013 their intention to award contracts for five companies to supply seven air tankers that are turbine or turbofan (jet) powered, can cruise at 300 knots (345 mph), and have a retardant capacity of at least 3,000 gallons. Neptune was not selected, and filed a protest with the Government Accountability Office.
Neptune dropping the protest means contracts will be awarded for the other four air tankers that were left in limbo.
This announcement that contracts will be actually issued for the remaining four air tankers comes 555 days after the USFS issued the first solicitation for these “next generation” air tankers. In the quote above, the USFS describes this as “modernizing our fleet in the quickest manner possible as we face the prospect of a challenging wildfire season”.
If all seven of these air tankers actually become certified, it will bring the number of large air tankers on exclusive use contracts up to 16, which is 28 fewer than in 2002.
However only one of the seven aircraft selected on May 6 is fully approved by the FAA and the Interagency AirTanker Board (IATB) to drop retardant on wildfires. That one is 10 Tanker’s DC-10, which has been busy for the last week working on fires in California and New Mexico. The contracts specify that the aircraft be fully certified within 90 days, but there is no guarantee that the other six air tankers can have their tank installations complete and pass the FAA and IATB tests within that time frame.
The original intent on May 6 before Neptune’s protest was to issue contracts to:
Interestingly, Neptune Aviation, which has been the primary supplier of air tankers to the federal government for the last two years, and has operated air tankers for decades, did not receive one of the new contracts, however they did win a contract earlier for one BAe-146 and six old P2vs on a new USFS “legacy air tanker” contract. A second Neptune BAe-146 was added a few weeks later.
The USFS said the five companies were originally selected because their proposals were determined to offer the best value to the government based on a technical evaluation of their air tanker concept, organizational experience and past performance, combined with pricing.
We have information from someone familiar with the contracting process that in addition to the above criteria, the accident history of the applicants was also considered.
We will be looking into this further to determine the motive for Neptune to withdraw their protest.
The first report of Neptune dropping the protest came from a reporter at the Colorado Springs Gazette, Ryan Handy, based on Senator Udall’s information.
On Wednesday Colorado Governor John Hickenlooper signed a bill, Senate Bill 245, that created the Colorado Firefighting Air Corps. The Corps is organized within the Department of Public Safety in the Division of Fire Prevention and Control. There was no money associated with the passage of the bill, so until funds are appropriated, it will apparently exist in name only.
If the state does come up with some funding, according to the legislation:
The Division may purchase, acquire, lease, or contract for the provision of firefighting aircraft, facilities, equipment, and supplies for aerial firefighting; and retrofit, maintain, staff, operate, and support the firefighting aircraft or contract for the provision of those services.
You may remember that one of the sponsors of the Colorado bill, State Senator Steve King, had an idea to help defray some of the costs of the program:
Can you imagine what advertising value would be if you had a Colorado Rockies sign on the tail of slurry bomber?
So we sponsored a competition for designs showing potential advertising and asked our readers to vote on their preferred choice. The one below by Jerome Laval is the leader in the poll, which is still open.
The news footage above indicates some of the people in the Phoenix area are pleased to have one of the DC-10 air tankers temporarily working out of the Phoenix-Mesa Gateway airport. Some Snake River Hotshots crewmembers detailed there out of Idaho are also interviewed in the piece.
After flying 10 missions on the Powerhouse Fire in southern California over two days, the air tanker flew two missions Tuesday on the Thompson Ridge fire which is spreading rapidly west of Los Alamos, New Mexico. Today they are back on the Thompson Ridge Fire again, reloading out of Roswell, New Mexico.
(Originally published June 4, 2013; revised June 5 to add more details about the staffing of the helicopter and the status of the ownership of the air attack ship.)
The U.S. Forest Service has not had a helicopter with night flying capabilities since around 1980 — until recently. Now there is a night flying ship based on the Angeles National Forest in southern California, designated Helicopter 531.
Three to four night flying helicopters from Los Angeles County and Los Angeles City have been used for the last four nights on the Powerhouse Fire north of Los Angeles. They were coordinated by personnel in another new addition to the USFS’s fleet, a fixed wing air attack ship orbiting overhead in the darkness. It is a Turbo Commander 690, much like the one in the photo. The air attack ship is not USFS owned as reported by the agency, but it is leased on a call when needed contract. It is equipped with technology to support ground and air firefighting operations at night, including an infrared camera and command and control avionics equipment.
The long term goal of the USFS is to retrofit an old agency-owned piston engine Shrike 500 Commander to take the place of the contractor supplied aircraft.
Helicopter 531 is a Bell Super 205 equipped with a belly tank and snorkel, supplied under a contract with Helicopter Express of Atlanta, Georgia. The company’s web site says they operate 22 helicopters. During the day to fill its tank it will typically draft water from a water source while hovering. But at night, for safety purposes, it will only refill by landing and filling from a hose staffed by firefighters.
Yes, according to information we received from U.S. Forest Service spokesperson Stanton Florea and someone else closely associated with the operation, the helicopter will be staffed 24 hours a day, using five personnel on each 12-hour shift, changing at 0600 and 1800. There are four 5-person shifts of firefighters, A, B, C, and D, in order to have coverage on days off — a total of 20 firefighters for the helicopter operation, plus pilots.
The helicopter will be flown by one pilot during the day, but will add a co-pilot at night. It will respond to fires with a Captain and two other helitack crewpersons on board while two more travel by ground vehicle.
The helicopter and the air attack ship will work out of Fox Field in Lancaster, California. They can be used on initial attack during the day and night in the southern part of the Los Padres National Forest, and all of the Angeles, San Bernardino, and Cleveland National Forests.
In a news release, U.S. Forest Service Chief Tom Tidwell was quoted as saying:
The re-introduction of Forest Service night helicopter firefighting operations in Southern California further establishes the agency’s commitment to protect lives and property in the region. Night flying operations will provide an aggressive agency initial attack while better ensuring public safety, minimizing overall fire costs and lessening impacts to communities.
Both the Turbo Commander and Helicopter 531 began their contract June 1. While the fixed wing has been in use since then, the helicopter and pilots have been going through training and obtaining certifications and the module is expected to be available at the end of the day on June 5.
After the Station fire several politicians became involved in the controversy and pressured the USFS to restore the capability to use helicopters at night to drop water. The agency later said they would study the concept, again, and three years after the disastrous fire they announced on August 16, 2012 that they would get back into night flying on a very limited basis with a single helicopter in 2013.