Coulson Aviation has received a contract from the U.S. Air Force to install retardant delivery systems on the seven HC-130H aircraft that will be operated by the California Department of Forestry and Fire Protection (CAL FIRE). Coulson teamed with Lockheed Martin who will install the tanks at Lockheed’s facility in Greenville, SC.
Coulson has been installing their version of a 3,500-gallon gravity-powered internal RADS retardant system in C-130Q and C-130H aircraft since at least 2013. It can be installed or removed in a few hours after the modifications are made to the plane.
On December 27, 2013 President Obama signed the 2014 National Defense Authorization Act which directed the Coast Guard to transfer seven HC-130H aircraft to the U.S. Forest Service. The legislation also directed that the Air Force spend up to $130 million to perform needed routine and heavy maintenance on the aircraft and to convert them into air tankers.
In November Coulson bought five C-130H transport planes from the Norwegian Defense Materiel Agency (NDMA) and will convert them into firefighting air tankers. The formal takeover is planned for the end of this year or early in 2020.
Thanks and a tip of the hat go out to Brett and Kevin. Typos or errors, report them HERE.
(Above: CAL FIRE’s Firehawk helicopter 903 at Centennial Airport southeast of Denver on the weekend of October 5, 2019, shortly before it was delivered to CAL FIRE in Sacramento. Photo by Kevin Falkenstine.)
Helicopter 903, with “McClellan” painted on the side, will be able to carry up to 1,000 gallons of water in an external belly tank. Other features include a 9,000 pound capacity cargo hook, 360-gallon fuel cell, night vision compatible lighting, rescue hoist, augmented reality mapping system, and retractible drafting hose. It can cruise fully loaded at 130 knots (150 mph), or 150 knots (173 mph) unloaded.
Each of CAL FIRE’s new Firehawks costs about $24 million which includes pilot training and a two-year warranty.
The three photos seen here that were taken out of doors are by Kevin Falkenstine. He spotted the aircraft on the weekend of October 5 flying near the compass rose at Centennial Airport, which is where United Rotorcraft is located southeast of Denver.
Thanks and a tip of the hat go out to Jack. Typos or errors, report them HERE.
It is #NationalAviationDay! To celebrate we want to show you a little bit more about the aircraft CAL FIRE uses to help us continue our mission of protecting the people and property of California. Watch the video to learn more about the OV-10 Bronco! pic.twitter.com/a27H0zIDqw
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.
CAL FIRE posted these photos today of a new addition to their fleet of helicopters.
A year ago the agency received approval to purchase up to 12 new firefighting helicopters, Sikorsky S-70i (Firehawks) from United Rotorcraft. These will replace its aging fleet of 12 Super Huey helicopters.
James Barnes wrote the article below for the Associated Aerial Firefighters’ Facebook page September 2, 2018. We asked and received permission to use it here. Mr. Barnes retired after flying S-2T air tankers for CAL FIRE and DynCorp.
A reporter from the Sacramento Bee called me the other day and told me that she was advised, by unnamed persons, that I may be able to shed some light on the problems that are resulting from the pilot shortage CAL FIRE is now experiencing. As a retired, former airtanker pilot, I am not encumbered by any affiliation to any organization, employer or agency. That being said, I still follow my own protocol or personal code with regard to statements that I make that could be harmful to persons or organizations or programs that in my opinion are doing a great service for our Citizens and Taxpayers.
In my experience in dealing with the press I have found that there is always “the law of unintended consequences” looming in the background. It must always be considered before and during any interview where your opinion could potentially be used as a weapon in a salacious report. In speaking with this lady during the preliminary discussion before the interview it was my determination that her intent was to get the story right and get it out to the public. That left me with two choices; to refuse the interview and hope that someone else would get the facts straight or tell the facts as I understand them and accept the consequences. I chose the latter.
In the beginning of our discussion she demonstrated that she had already gained a substantial understanding of CAL FIRE’s Aviation Program and the current situation. She cited the worldwide pilot shortage and I agreed that, yes, it had finally come. She inquired about why CAL FIRE quite suddenly was unable to staff all of their airtankers and air attack ships. She even mentioned some names of management personal that she had heard might have contributed to the current situation. My reply was simply this; “I cannot confirm allegations concerning individuals and the fact is, it isn’t that simple”.
“For years The California Fire Pilots Association, the IAM, our Union, and the Associated Aerial Firefighters have advocated for the development of new and better aircraft and an air program that stabilizes both the pilot and maintenance workforce. Many times, dedicated agency officers worked with us to accomplish these goals. They realized that improvements in “quality of life” issues and job security are essential to retaining skilled employees. Sometimes, individuals in management did work against our efforts but for the most part we prevailed and together developed an air program that is light years ahead of anything that came before. The pilots and maintenance technicians in CAL FIRE’s air program are today now better than ever.
She was aware of the high dropout/attrition rate of airtanker pilots in training and she wanted to know what was causing it. I gave her a very lengthy response.
“First aerial firefighting is far more complex today than it was when I started thirty years ago. A fatal accident every other year in the S-2 airtankers convinced us we were doing something wrong. We needed better training. New training programs were developed and instituted and our casualty rate was greatly reduced. Greater demands and expectations were placed on our trainees. This resulted in an intensive training regimen that spans one to two fire seasons no matter what walk of aviation the trainee came from. During these grueling sessions some trainees decide that tanker flying isn’t for them. In other cases, trainees have trouble adapting to the environment. Multi-tasking in conditions of low visibility, at very low altitudes, at minimum safe airspeed can produce very high stress levels for even the most seasoned airtanker pilot. Still others find that the life style of an airtanker pilot is not compatible with their life style or the needs of their families.
All these situations point to the need for a better screening program of applicants before they are accepted in the training program. It would help to have them ride along or act as a co-pilot to introduce them to the environment and see if they are adaptable before being designated as a trainee. Impressing upon them that the demands placed upon them will be very great requiring a dedication to the mission that may be beyond what they are willing to deliver.
Secondly, the current situation is a result of circumstances. Three tanker pilots retired, one of our best tanker pilots died suddenly of natural causes, two pilots are temporarily out of service for illness and one of our young, skilled tanker pilots quit to fly a large airtanker for another industry company.
Until recently there were enough reserve and relief pilots that could fill the seats as needed. With such a high turnover in such a short time all the relief pilots were absorbed forcing them to fly the line. Now on any given day at least three S-2 airtankers are parked because there are no pilots to fly them”.
She asked me “if having three airtankers parked would make a significant difference in fighting a fire?”
“From the instant of ignition, the window of opportunity for stopping the fire is beginning to close. CAL FIRE’s primary strategy is Rapid Response Initial Attack. During the extreme burn conditions, we are now experiencing air support for our ground firefighters is crucial. in some cases, an air response will be the only response in the first critical twenty minutes. The loss of three airtankers puts big holes in our tactical spread that delivers that air response in the first 20 minutes. Any delays in our ground and air forces will cause some fires to escape the initial attack resulting in more large fires”.
She asked about the fatigue levels of pilots because off the intensity of this fire season and the lack of any relief pilots to give them a break.
“The stress and fatigue levels our pilots are experiencing are currently off the scale. The only comparison would likely be tactical military pilots in time of war.”
She expressed concern for the safety of our pilots. “Is the fatigue the pilots are experiencing affecting their ability to fly?”
“I can only speak from my past experience. When I was assigned to fires that caused me to time out day after day and fatigue set in I began to make more and more little mistakes.”
“Like what kind of mistakes?”
“Things like omitting an item on a check list or having trouble changing a radio frequency but it is the little things that add up and ultimately result in a mishap or an accident.”
I expressed my opinion that it is imperative that everything possible be done to give those pilots a break. Current demands are keeping our southern bases open year-round. Under these conditions the six days on, one day off schedule is untenable.”
“Is anything being done to resolve this problem?”
“Both CAL FIRE and the CFPA have been working together to find a solution. Firefighting pilots make their entire annual income during the period of the contract. Flying a southern contract involves demands beyond what the standard four-month contract requires. They shouldn’t receive a penalty in pay to achieve the necessary adjustment in duty schedule but something must be done soon”.
She asked me if there were other factors affecting pilot recruitment and retention.
“It’s the little things that count. One example of a small thing that caused a large reaction from the pilots was a newly implemented state policy to have pilots who were working away from home base to find a motel room that cost no more than $90.00 per night and that if one couldn’t be found to price three motels and choose the cheapest one. After flying for seven hours on fires and finishing a ten-hour duty day it doesn’t seem reasonable that a pilot should have to shop around for the cheapest possible motel room. I guess the Comptroller didn’t know the difference between a computer operator and a tanker pilot. It wasn’t the money so much as it seemed to be a lack of respect. No one would ask every individual firefighter to go out on their own and find the cheapest room available in town after fighting a fire all day. Fortunately, that policy was discontinued this year”.
“Our highly skilled, young airtanker pilots are a coveted item for many other industry companies. Offers to fly a large, four engine jet airtanker for more money are very tempting. Too many little things or quality of life issues can sway a young Tanker Pilots judgement from staying in CAL FIRE’s air program or moving on to what looks like greener pastures”. We talked about the terrible problem with vegetation management in California. She said that the Bee is doing a story on that issue too. She commented briefly on that story.
“The U.S. Forest Service told us that they only have a budget to address vegetation management on one percent of their responsibility area.”
Then I got on my soap box again; “Vegetation management is the single most important thing we can do to alleviate the threat of wildfire. They could mitigate the threat in some areas by allowing selected logging to both generate revenue and reduce the fuel load in areas that are trigger points. The USFS is also only one of thousands of firefighting agencies in the United States. To have any meaningful results action must be taken by all stakeholders beginning with property owners and on up through local fire departments, County, State and Federal agencies.”
I got a little off the track but I thought she had done a comprehensive study on the issues and I can only hope that her story has a positive effect.
The amendments to the National Defense Authorization Act for Fiscal Year 2019 to authorize the transfer of seven HC-130H aircraft to the state of California made it through the conference committee and was passed by both houses. It was given to the President on Friday and he is expected to sign it. The aircraft will be converted to firefighting air tankers capable of dropping at least 3,000 gallons of fire retardant.
The part of the bill regarding the aircraft formerly owned and operated by the Coast Guard is a relatively small portion of the legislation that covers $717 billion in spending for the Department of Defense. It directs the Air Force to complete the center and outer wing-box replacement modifications as needed, programmed depot-level maintenance, and procure and install a gravity powered retardant delivery system in each aircraft.
The bill increases the maximum spending limits that were specified in the original 2013 legislation. The amount that can be spent on the retardant systems increased from $5 million to $7.5 million per aircraft, and the total amount spent on the entire project went from $130 million to $150 million.
In 2013, legislation directed that the seven aircraft be modified into air tankers and transferred to the U.S. Forest Service. So far at least two have come close to completing the modifications, but none of them have had retardant delivery systems installed, due primarily to delays in Air Force contracting. Occasionally one at a time has been spotted, T-116 or T-118, dropping retardant, using a Modular Airborne FireFighting System taken from the eight MAFFS units that are usually assigned to Air National Guard and Air Force Reserve squadrons. This fiscal year the administration decided, five years after the process began, that they are no longer interested in acquiring the HC-130H’s.
CAL FIRE has maintained a fleet of 23 S-2T air tankers for years that can carry up to 1,200 gallons of retardant. These seven HC-130H’s would be a very significant addition to their aviation program.
Thanks and a tip of the hat go out to MrCAPT1409. Typos or errors, report them HERE.
Above: Tanker 116, an HC-130H, on final approach at Fresno, July 22, 2017. Photo by L.S. Braun.
(Originally published at 2 p.m. PDT July 267, 2018)
Now that the U.S. Forest Service has decided that they do not want the seven HC-130H aircraft that were in the process of being transferred from the Coast Guard to the Forest Service, the door has opened for Plan B for those aircraft.
This story began in 2013 when Congress passed the National Defense Authorization Act directing that the Coast Guard transfer the planes and that the Air Force would arrange to take care the backlog of maintenance and the work needed to turn them into air tankers, appropriating up to $130 million to complete the work. At least two of the planes were close to completion with the exception of installing a retardant delivery system. Tankers 116 and 118 have been seen occasionally working on fires using a borrowed Modular Airborne FireFighting System in lieu of a permanent tank.
CAL FIRE has been considering the long range plans for their fixed wing fleet for a while. The 1,200-gallon S2T’s are not getting any younger and in recent years the agency has been supplementing those 23 air tankers with large and very large air tankers on a call when needed and exclusive use basis. At various times CAL FIRE has used BAe-146’s, DC-10’s, the 747 Supertanker and other tankers, all holding from 3,000 to 19,200 gallons. CAL FIRE was an innovator, being the first to contract for the Very Large DC-10 and 747 air tankers.
CAL FIRE Chief Ken Pimlott announced in an email July 26 that the agency is hoping to obtain the seven HC-130H’s:
…Senator Feinstein and her staff have worked tirelessly to seek amendments to the National Defense Authorization Act that authorize the transfer of the seven C-130H air frames to the State of California. This amended language will be voted on by Congress in the next week.
If approved, there are a number of steps which must take place before California, and ultimately CAL FIRE, can take possession of these aircraft. Additionally, they must be developed into firefighting air tankers, which will require funding through future budget processes. The number of aircraft to be built and the ultimate base locations have yet to be determined, and may take several years to implement. However, the acquisition of these aircraft are an important step forward in bolstering our capacity to address the State’s wildfire risk.
The U.S. House and the Senate are considering different versions of the National Defense Authorization Act referred to by Chief Pimlott. The conference committee charged with modifying and merging the versions agreed to require the Air Force to complete the conversions of the seven aircraft and give them to the state of California.
Here is what they came up with, in Congress-speak:
The House bill contained a provision (sec. 1075) that would amend section 1098 of the National Defense Authorization Act for Fiscal Year 2014 (Public Law 113-66) to relieve the Air Force from the mandate to modify United States Coast Guard (USCG) HC-130H aircraft with firefighting capabilities for use by the United States Forest Service (USFS). The Senate amendment contained no similar provision. The Senate recedes with an amendment that would maintain the mandate for the Air Force to modify the USCG HC-130H aircraft, but designate the state of California as the ultimate recipient of the aircraft, vice the USFS.
The amended bill still has to be voted on and approved by the Senate and the House and then signed by the President, which could happen as soon as next week.