Erickson Incorporated, operator of large firefighting helicopters, is cutting the pay and requiring furloughs for some of their employees. The Digital Marketing Manager for the company, Christina Kalman, describes it as temporary:
Consistent with peers in our industry, Erickson is taking precautionary measures on a short-term and temporary basis to protect against additional future impacts and the unexpected costs caused by the global pandemic. As part of this effort, a portion of our employees, including the CEO and all members of the management team, will participate in a temporary pay reduction or short-term furlough program in May and June.
Erickson manufactures, owns, and operates large Type 1 Air-Crane helicopters that are used around the world for firefighting and construction. In April after the bushfire season ended in Australia they loaded approximately half a dozen of them onto a ship for a weeks-long voyage to Greece for the northern hemisphere fire season, arriving May 4. The company now has six Air-Cranes in Greece, Ms. Kalman said.
A person might assume that companies involved in aerial firefighting with multi-year contracts could weather the effects of the COVID-19 pandemic fairly well, however they could have increases in operating costs related to managing their personnel and equipment. Their employees might also be quarantined or stricken by the disease, creating staffing challenges. Erickson is involved in much more than firefighting and works extensively for the military. They also sell helicopters, recently delivering two Air-Cranes to the Korea Forest Service.
One issue that could be causing stress for operators of large helicopters is, as we wrote April 22, the four-year U.S. Forest Service exclusive use (EU) contracts for Type 1 firefighting helicopters issued in 2016 expired April 30, 2020. Since new contracts based on the solicitation issued November 15, 2019 have not yet been awarded, the USFS has given 30-day contracts to a handful of vendors. The agency has refused to provide to us any details about the 30-day contracts, but Fire Aviation has learned that approximately five to seven helicopters are presently working on 30-day deals.
Since many of the USFS procurement actions for firefighting aircraft are protested, which delays activation for several months, these 90-day contracts for up to 30 helicopters may be a safety net in case of a protest, in addition to filling the void while there are no long term contracts. If a company receives one of the Type 1 EU contracts, the Forest Service’s solicitation states, they “will then remove your awarded helicopter from consideration for this one-time [90-day] opportunity.”
With the shadow of the pandemic affecting everyday life this is a bad time for the USFS’s dysfunctional aircraft contracting operation to again be too slow in processing a contract that should have been awarded no later than November, 2019 in order to allow time for the typical protests and still be functional from March through November.
Several years ago Erickson grew to the point that they were no longer qualified to bid on USFS helicopter contracts that were limited to “small businesses”. But after their chapter 11 reorganization in 2017, Erickson emerged with new owners and a new ownership structure and the Small Business Administration restored their “small business” status. Ms. Kalman said Erickson submitted a proposal for the latest Type 1 EU contract and is hopeful for an award.
The Australian Transport Safety Bureau determined that the Air-Crane helicopter that crashed into a lake January 28, 2019 in Victoria, Australia was a victim of vortex ring state (VRS). The accident occurred on a firefighting mission as it descended to draft water at a narrow lake with steep sides.
From the report released April 17, 2020:
The topography, high rate of powered descent, and steep flare that reduced the airspeed, created conditions conducive to the onset of VRS. The crew reported that the rapidity of onset and dimensions of the dip site did not provide enough time or space to maneuver sideways to effect a recovery.
If the helicopter was attempting to hover to draft water to refill its tanks, the fairly narrow section of the lake with what appears to be steep rising terrain nearby may have been a factor in the confined space. The Air-Crane has six blades on the main rotor with a diameter of 72 feet. It may have encountered what helicopter pilots refer to as a “Vortex Ring State” or VRS. The canyon slopes may have prevented the massive rotor wash from diffusing and could have caused the cushion of air beneath it to become chaotic as the helicopter neared the water surface, reducing lift.
VRS in addition to density altitude was a factor in the crash of the MH-X Silent Hawk that transported Seal Team 6 as they attacked the hideout of Osama bin Laden in Pakistan in 2011. The helicopter was landing inside a yard surrounded by high walls when it lost lift. The pilots had practiced landing in a full-scale model of the site, but the walls in the model were represented by chain link fencing material, and were not solid like the walls around Osama bin Laden’s house. The rotor wash would have been more easily diffused through the chain link fence during the rehearsals.
…After a number of water drops, the aerial attack supervisor (AAS) re-tasked the crew to fight a flame front further north, which was east-northeast from the dip site. Each drop was also incrementally further north. This resulted in the crew gradually tightening the approach to the dip site.
During the occurrence approach, the tighter approach resulted in a greater than normal flare to arrest the aircraft at the aiming point in the dip site. The higher nose pitch up prompted the SIC to advise the PIC to move forward of the trees before descending any further to ensure tail rotor clearance. Clear of the trees, the flare was increased.
While descending with a nose-high attitude, the aircraft struck the water tail-first, submerging and removing the tail rotor, causing rapid rotation to the right through one and half turns. While rotating, the main rotor blades separated as they contacted water. The right cockpit door separated from the fuselage, and the aircraft came to rest on its left side, submerging the cockpit.
Each crewmember recalled the rehearsed drills from their helicopter underwater escape training (HUET). They identified their seat belt and nearest exit to orientate themselves in the aircraft. They all waited until the last moment to draw a breath, and did not unbuckle and exit the helicopter until motion had ceased. The crew reported that it was not possible to see anything underwater, and that jet fuel contamination was present.
The SIC in the right seat exited through his doorway, from which the door was already missing. The PIC could not open his door so he swam across the cabin (up) and was assisted by the SIC to exit through the right hand door. As the rear door was jammed, the crew chief in the aft seat pushed out a window from the rear of the cabin, and exited through it.
Neither pilot unplugged their helmet. However, the extension cords from the aircraft to the helmet plug allowed the plug to release, preventing the helmets from snaring the pilots. All three crew escaped, and inflated their life jackets. Two crew were uninjured, and one crewmember sustained a knee injury.
At the time of the accident, crews aboard S-76 and S-61N helicopters were assessing the potential of the dip site for later use in night operations. An AAS aboard the S-76 relayed details of the accident to an incident controller who enacted the emergency response plan. Neither the S-76 nor the S-61N was equipped or able to provide direct assistance, other than monitoring, and relaying information. Following exit from the helicopter, the only form of communication available to the Skycrane crew was hand signals. They gave thumbs-up indications to the crew of the overhead S-61N to advise that they were okay. The Skycrane crew then swam to shore and trekked through dense bush to a road where they were met by rescuers.
Findings These findings should not be read as apportioning blame or liability to any particular organization or individual.
The crew conducted a tight descending right hand turn into the dam [lake], inside the upper margins of the flight envelope. This approach required a steep flare on arrival and likely resulted in the rapid onset of vortex ring state.
The dam’s [lake’s] steep sides and narrow tapered body provided limited opportunity for vortex ring state recovery actions, contributing to collision with water.
The Crew Chief’s presence aboard the aircraft during firebombing operations exposed him to unnecessary risk.
All crewmembers credited their survival to skills learned and practiced in Helicopter Underwater Escape Training. In addition, the helmet cord extension cables detached easily from the aircraft, contributing directly to the crew’s egress from the flooded cockpit.
When a reporter for Bloomberg asked me if she could interview me I said OK, as long as I could have the rights to publish the article on my web site — Mira Rojanasakul said yes. I thought the article, written with Hayley Warren, was going to be primarily about air tankers, and those used in Australia in particular, but now that it has been published today I see that it also covers how climate change is affecting wildfires down under and in the United States.
In addition to being a writer, Ms. Rojanasakul is an accomplished graphics editor for Bloomberg. And that’s why I’m writing about this article and why you should check it out. She takes graphics to a higher level.
Here are some samples.
Here is an animated .gif of one of the graphics. The description from the Bloomberg site, “Between July 2019 and February 2020, nearly 40,000 flights by firefighting aircraft were taken over southeast Australia.” A much better and larger animated version is on the Bloomberg website.
it’s Friday, and you’re thinking:
“I wish I could watch an animated map that was created entirely with node-dot-js”
The Australian Transport Safety Bureau has released an Occurrence Brief regarding the Bell 214B that crashed while it was on a water dropping mission near Pechey, Queensland, Australia November 13, 2019.
The pilot suffered minor injuries and was flown to a hospital by another helicopter.
Below is the complete text of the Brief. (We added the photo taken by 9News):
Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation.
What happened On 13 November 2019, a Bell 214B helicopter was water bombing during fire control operations near Pechey, Queensland. At 1344 Eastern Standard Time, the helicopter approached the bushfire downwind and down hill from the north-west at about 60 knots, and made a descending right-hand turn back into wind over the fire.
The descent was continued towards the drop zone. The airspeed was further slowed and the height was reduced to about 150 feet above ground level (50 feet above treetop level). The pilot then released the load of water before departing the drop area into rising terrain. The pilot heard the low rotor RPM warning and had insufficient altitude and clearance from obstacles to recover the rotor RPM and continue flying. He was concerned that further actions required to recover the rotor RPM would result in the helicopter possibly striking trees or ending up in the actively burning fire.
In maintaining the climb to avoid rising ground, trees and fire, the rotor RPM appeared to decay further. As the helicopter cleared the trees, it began to descend, yawed to the right and the left-hand skid collided with the ground. The helicopter rolled onto its left side resulting in substantial damage. The pilot was able to turn off the fuel to stop the engine and exited the helicopter via the overhead window with minor injuries. Neither the g-force activated ELT beacon or flight tracking alarm were triggered.
The distance from the last water drop to the impact point was less than 100 metres and the recovered aircraft showed little evidence of damage from forward moment.
Operator’s investigation and comments Based on the pilot’s account of the accident and assessment of the recovered aircraft, mechanical malfunctions were ruled out as a contributing factor. The operator determined that the accident was most likely the result of a loss of rotor RPM that the pilot was unable to recover, due to a downwind descending turn, low altitude for the water drop, and a departure into rising terrain. The pilot had to make a decision between putting the helicopter into tall trees and active bushfire or climbing over the trees to clear ground. In choosing the latter, the rotor RPM decayed further and the helicopter contacted the ground.
The operator stated that the helicopter type is renowned for its ‘hot and high’ performance making it a very effective firefighting platform. Firefighting combines a number of factors which result in flying that is close to the performance limits of the aircraft – high gross weights, low airspeeds, low altitude, close quarters manoeuvring, high work rate environment and adverse weather conditions. In this case the combination of factors immediately leading up to the accident resulted in the helicopter operating outside its performance envelope without having enough space and height to recover.
Safety action As a result of this occurrence, the aircraft operator has advised the ATSB that they are taking the following safety actions:
The operator has provided a briefing to all of their pilots on the circumstances and the outcome of this accident. The pilot involved in this accident will be involved in future training and checking to enable the recognition and avoidance of the circumstances that saw the limitations and flight envelope exceeded. This training will become part of the operator’s annual training for all pilots conducting fire control operations.
Safety message Fire control flying operations can involve challenges and complexities that require crews to maintain a heightened awareness of their aircraft’s operating limits and the environmental conditions. Flying within operating limits can ensure pilots have a performance margin to react to unforeseen circumstances.
About this report Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
Today the Australian Transport Safety Bureau released a preliminary report about the crash of Air Tanker 134, an EC-130Q, that occurred January 23, 2020 while fighting a bushfire in New South Wales. The location was 50 km north-east of Cooma-Snowy Mountains Airport (near Peak View). All three members of the crew perished, First Officer Paul Clyde Hudson, Captain Ian H. McBeth, and Flight Engineer Rick A. DeMorgan Jr.
Below is the complete text of the report.
Preliminary report published 28 February 2020
Sequence of events On 23 January 2020, at about 1205 Eastern Daylight-saving Time, a Lockheed EC130Q (C‑130) aircraft, registered N134CG and contracted to the New South Wales (NSW) Rural Fire Service, departed Richmond RAAF Base, NSW. The crew had been tasked with a fire retardant drop over the ‘Adaminaby Complex’ bush fire.
After approaching the Adaminaby complex fire, the drop was unable to be completed and the aircraft was diverted to a secondary tasking, to drop retardant on the ‘Good Good’ fire (Figure 1). Witnesses reported seeing the aircraft complete a number of circuits, prior to completing the retardant drop. The drop was conducted on a heading of about 190°, at about 200 ft above ground level, with a drop time of approximately 2 seconds. The crew released about 1,200 US gallons (4,500 L) of fire retardant during the drop.
Witness videos taken of the aircraft leading up to the accident showed a number of passes conducted at varying heights prior to the retardant drop. Following the retardant drop (Figure 2), the aircraft was observed to bank left, before becoming obscured by smoke after about 5 seconds. A further 15 seconds after this, the aircraft was seen flying at a very low height above the ground, in a left wing down attitude. Shortly after, at about 1316, the aircraft collided with terrain and a post-impact fuel-fed fire ensued. The three crew were fatally injured and the aircraft was destroyed.
A review of the Airservices Australia audio recording of the applicable air traffic control frequency found no distress calls were made by the crew prior to the impact.
Wreckage and impact information The accident site was located on slightly sloping, partially wooded terrain, about 50 km north-east of the Cooma-Snowy Mountains Airport. The wreckage trail (Figure 3) was approximately on a heading of 100°, with the initial impact at an elevation of about 3,440 ft above mean sea level.
The ATSB’s on-site examination of the wreckage, damage to the surrounding vegetation, and ground markings indicated that the aircraft initially impacted a tree in a left wing down attitude, before colliding with the ground. The post-impact fuel-fed fire destroyed the aircraft. The examination also found that an emergency dump of the fire retardant had not been activated.
The engines, propellers, and several other components have been retained by the ATSB for further examination.
Aircraft information The Lockheed C-130 is predominantly an all-metal, high-wing aircraft, largely designed for military operations. The aircraft was manufactured in 1981 and was powered by four Allison T56-A-15 turboprop engines, fitted with Hamilton Sundstrand 54-H60-91 four blade propellers. Previously owned by the United States Navy, the aircraft was re-purposed for firefighting activities and registered as N134CG in 2018 (Figure 4). The modifications included the installation of an avionics package and firefighting tank system known as Retardant Aerial Delivery System XXL (RADS).
The RADS included a 4,000 US gallons (15,000 L) tank system located within the aircraft’s fuselage. The system was capable of delivering discrete quantities of retardant, dependent on the duration that the doors remained open. It was controlled from the cockpit, with drop controls located on both the pilot and copilot yokes. The system also included an emergency dump switch, which, when activated, fully opened the doors and jettisoned the load. The doors remained open until the RADS was reset by the crew.
N134CG arrived in Australia in November 2019, but had previously operated in the country during the 2018‑2019 fire season. The aircraft was designated as a ‘large air tanker’.
Meteorological information A Bureau of Meteorology graphical area forecast, issued at 0924 and valid for the time of the flight, forecast moderate mountain wave activity above 3,000 ft (above mean sea level) in the area of operation from Richmond to Cooma, and included the Adaminaby and Good Good fire grounds. A SIGMET issued at 0947 forecast severe turbulence below 10,000 ft.
The aerodrome forecast for the Cooma-Snowy Mountains Airport was amended at 0948, and indicated wind speeds of 30 kt, gusting to 48 kt, with a mean wind direction of 320°. It also included blowing dust and visibility of 2,000 m, with severe turbulence below 5,000 ft above ground level.
The weather observations recorded at the airport about 11 minutes prior to the accident, indicated a wind speed of 25 kt, gusting to 39 kt, from a direction of 320°, with visibility reduced to 6,000 m.
Cockpit voice recorder Cockpit voice recorders (CVR) are designed on an endless loop principle, where the oldest audio is continuously overwritten by the most recent audio. The CVR fitted to the aircraft was a Universal model CVR-30B, part number 1603-02-03, serial number 1541. This model of recorder used solid-state memory to record cockpit audio and had a recording duration of 30 minutes.
The CVR was recovered from the aircraft and transported to the ATSB’s technical facility in Canberra, Australian Capital Territory, on 25 January 2020 for examination and download. The CVR was successfully downloaded, however, no audio from the accident flight had been recorded. All recovered audio was from a previous flight when the aircraft was operating in the United States.
Further investigation The investigation is continuing and will include consideration of the following:
Engine, gearbox and propeller component examinations
Aircraft maintenance history
Aircraft performance and handling characteristics
Analysis of numerous witness reports
Review and analysis of the available recorded data, including witness videos, aircraft tracking data, audio recordings and any onboard systems
Review and analysis of environmental influences
The crew’s qualifications, experience and medical information
The nature of aerial fire-fighting operations
Operating policies and procedures
Exploring the possible reasons why the CVR did not record the accident flight
The ATSB will continue to consult with the engine and airframe type certificate holders. Accredited representatives from the United States National Transportation Safety Board (NTSB) have been appointed to participate in the investigation.
Acknowledgments The ATSB acknowledges the support of the NSW Police Force, NSW Rural Fire Service, NSW Fire and Rescue, the Australian Defence Force, and those involved with facilitating safe access to an active fire ground and supporting the ATSB’s on-site investigation team.
The information contained in this preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003 and is derived from the initial investigation of the occurrence. Readers are cautioned that new evidence will become available as the investigation progresses that will enhance the ATSB’s understanding of the accident as outlined in this preliminary report. As such, no analysis or findings are included.
Eastern Daylight-saving Time (EDT): Coordinated Universal Time (UTC) + 11 hours.
From the video, it was unclear if the aircraft flew behind the smoke or entered the smoke.
Significant meteorological information (SIGMET): a weather advisory service that provides the location, extent, expected movement and change in intensity of potentially hazardous (significant) or extreme meteorological conditions that are dangerous to most aircraft, such as thunderstorms or severe turbulence.
The Cooma-Snowy Mountains Airport has an elevation of 3,106 ft.
The video below published January 10, 2020 features a helicopter operated by Hevilift that was becoming available to help firefighters in Australia.
The on scene reporter said the helicopter can carry 5,000 liters (1,300 gallons), which is half of the capacity of an Air-Crane helicopter. Large and very large air tankers can carry 3,000 to 19,000 gallons.
Wednesday’s accidental drop of 2,500 liters (660 gallons) of fire retardant in downtown Canberra, Australia led to a hazardous material response from the Australian Capital Territory Fire & Rescue.
Richard Alder, the General Manager of the National Aerial Firefighting Centre in Australia, said the inadvertent retardant drop came from a Single Engine Air Tanker, an Air Tractor AT802 with a Gen3 door. The SEAT encountered significant turbulence on climb-out from the retardant base at Canberra airport on the way to the Orroral Valley Fire.
“In maneuvering the aircraft through the turbulence, the pilot accidentally activated the drop button,” Mr. Alder said. “The drop system was armed, in accordance with normal climb-out procedure, to enable a rapid emergency drop [should it become necessary].”
He said the aircraft operator is reviewing their procedures to see if the risk of an inadvertent drop can be reduced, while maintaining appropriate safety for the aircraft and pilot.
The retardant affected Parkes Way, a parking lot at Rond Terrace, a large roundabout with a pond, and the south end of Anzac Parade, the street that leads to the Australian War Memorial. The drop was a short distance northwest of the National Emergency Services Memorial and about a mile north of the Parliament House at the capital.
Mr. Alder said the SEAT was following a route to the fire that avoided overflight of residential areas.
Several decades ago in the United States large air tankers worked out of a retardant base at the Ontario Airport east of Los Angeles. The story goes that a lady who lived near the airport was known for complaining about the noise from the firefighting aircraft. Her criticism had little effect until the day one of the tankers had a problem on climb-out and had to jettison the load. And, as luck would have it, the retardant landed on that poor lady’s house. Not long after that the tanker base was permanently closed.
An air tanker dropped retardant in the city of Canberra, the capital of Australia on February 4.
The aircraft was working on the Orroral Valley fire in Namadgi National Park in the Australian Capital Territory (ACT). The ACT Emergency Services Agency said the aircraft “encountered turbulence causing 2,500 litres of retardant to be released on Parkes Way.” A number of cars were coated with the retardant, and judging from the photo below, at least one person.
The fact that 2,500 liters (600 gallons) were released leads one to guess the aircraft may have been a Single Engine Air Tanker, unless it was a partial load from a large air tanker.
The turbulence could have forced a low flying air tanker to suddenly and unexpectedly lose altitude, and the pilot might have jettisoned the load in order to help regain altitude and control. Or, the G-forces produced stress causing the tank doors or other hardware to fail. Regardless, we are happy that retardant was the only thing that fell out of the sky on Tuesday.
ACT Fire & Rescue worked with the Environmental Protection Authority to assess the situation at the impacted area which included the carpark at Rond Terrace and Anzac Parade at Rond Pond.
The retardant was close to the National Emergency Services Memorial and about a mile north of the Parliament House at the capital.