It’s not the best composed photograph I’ve ever seen, but interesting nonetheless — six Air Tractor 802F Fire Bosses ready to attack the Little Bobtail Lake Fire 25 miles southwest of Prince George, British Columbia. That might be an Electra on the right, one of two working the fire..
An engine failure on Conair’s amphibious Air Tanker 699, an Air Tractor AT-802A, during training resulted in damage to a float upon landing. The incident occurred April 11, 2015 on Harrison Lake, BC, 33 nm NNE of Abbotsford.
Below is an excerpt from a Transportation Safety Board of Canada report:
…The aircraft was a 2-seat model conducting the fourth touch and go exercise. On the departure, the trainee was given a simulated engine failure at 700 feet above the surface. Following the emergency drill, the training pilot requested a go-around at 400 feet. When engine (PT6A-67F) power was commanded, flames were observed coming from the exhaust stacks and the engine was reduced to idle power and shut down. The emergency landing was carried out straight ahead but was hard and a bounce resulted in float damage. The FCU [fuel control unit] will be torn down for examination at the manufacturer’s facilities.
The Red Deer County web site has an article about Air Spray — an air tanker company that has bases in Alberta at Red Deer and at Chico in northern California. Below is the beginning of the article.
“Red Deer Airport – Alberta’s Air Spray Makes Its International Mark
The largest tenant at Red Deer Airport, Air Spray is making an international difference for its work in fire suppression across Canada and in the United States. Despite the importance of their role, however, its specialized nature means the company’s work – and its astounding growth – often pass unremarked on in the general community.
Since the mid-1970s, Air Spray has operated out of Red Deer Airport; its original business of fire suppression has evolved into specialized pilot training and developing new aircraft for fire suppression. These business lines ensure steady growth for the company throughout Canada and into the USA, but the Edmonton-based company runs all their aviation operations from their Red Deer Airport location.
“Air Spray is primarily a forest fire suppression company – during the fire season, we work throughout Alberta, BC, the Northwest Territories, the Yukon and California,” says Paul Lane, Vice President and Chief Operating Officer for Air Spray…”
The Transportation Safety Board of Canada (TSB) has released an investigation report on the CL-415 water-scooping air tanker that was involved in an accident on Moosehead Lake in Newfoundland and Labrador July 3, 2013, which we first covered HERE. Fortunately the two pilots were not injured and climbed out of the partially submerged aircraft, used a cell phone to call their headquarters, and waited on the wing for 30 minutes until they were rescued.
The previous day the flight crew had completed 53 water-drop flights at a fire northeast of Wabush, Newfoundland and Labrador, with each flight taking about 3 minutes. The accident occurred on the first flight of the next day while they were working on a wildfire, scooping water from Moosehead Lake in Newfoundland and Labrador.
The scooping system on their CL-415 had a feature that when activated by an Auto/Manual switch would automatically retract the water-scooping probes that while skimming the surface of a lake inject water into the tank. The system, when on Auto, allows a predetermined amount of water into the tank. The water drop control panel computer uses the aircraft’s zero-fuel weight and the weight of the onboard fuel and chemical foam to calculate the maximum amount of water that can be scooped without exceeding the aircraft’s maximum take-off weight of 47,000 pounds.
The Auto/Manual switch was in the Manual position on the first flight that day and the probes did not retract while scooping, resulting in a 3,000-pound overweight condition. The probes being down for an extended period of time combined with the too-heavy aircraft meant that it was on the lake surface for a much longer distance than on the previous days flights, 3,490 feet versus 1,200 feet after touchdown. As land approached, the pilot turned the aircraft to use more of the lake surface. The initiation of the left turn resulted in the left float contacting the water while the hull became airborne. This created a downward force on the left float, which acted as a pivot point around which the aircraft rotated, causing the hull to impact the water.
The forward force of 1.1 g was not sufficient to activate the emergency locator transmitter which requires 2.0 g, and it was not manually activated by the flight crew. One of the pilots was able to escape with a life vest, but the other vest floated away out of reach. Neither could gain access to the life raft located in the rear of the fuselage. The pilot contacted company personnel by cellular telephone and advised them of the situation. Within about 30 minutes, Department of Natural Resources employees arrived by boat and transported the flight crew to shore.
The aircraft floated partially submerged for at least four days, eventually settling on the lake bottom about 225 feet from the southern shore of the lake. There was substantial damage to the aircraft. The report described it as “destroyed”.
On August 14, 2014 another water-scooping air tanker was involved in an accident in Canada. A single-engine Air Tractor 802 Fireboss crashed and and sank while scooping water on Chantslar Lake in British Columbia, Canada about 30 kilometers west of Puntzi Mountain.
Below are some excerpts from the report on last year’s CL-415 accident:
Because the PROBES AUTO/MANUAL switch locks in the MANUAL position, an inadvertent movement of the switch from the MANUAL selection would be unlikely. However, the switch can be easily moved from the AUTO to MANUAL selection by simply pulling the centre pedestal cover rearward during removal.
At the end of the previous day, the aircraft was shut down and the switch was left in the AUTO position. The centre pedestal cover was installed and remained there until the following day, when it was removed by the Pilot Flying (PF). Neither of the pilots purposely repositioned the switch during the occurrence flight. Therefore, it is likely that the PROBES AUTO/MANUAL switch was inadvertently moved from the AUTO to MANUAL position when the centre pedestal cover was removed.
An inadvertent movement from the AUTO to the MANUAL selection can lead to the aircraft being in an overweight situation if the flight crew does not monitor the water quantity. When a flight crew is operating with the switch in the AUTO selection, there is an expectation that the probes will always automatically retract at the predetermined water quantity, as was the case on the 53 flights of the previous day. When the flight crew expects the system to work properly, it is likely that less priority is given to the importance of monitoring the water quantity.
The aircraft flight manual (AFM) instructs flight crews to monitor the water quantity even when the PROBES AUTO/MANUAL switch is in the AUTO selection. At the time of the occurrence, the flight crew was occupied during the scooping run with other flight activities, and did not notice that the water quantity exceeded the predetermined limit until after the tanks had filled to capacity. This situation resulted in the aircraft being over the maximum take-off weight.
2.7 Firefighting training
Aerial firefighting is a specialized operation that not only requires the flight crew to be competent in their aircraft operation skills but also to be familiar with the specialized techniques associated with using the aircraft to fight fires. This familiarity allows crews to better adapt to difficult flying situations under intense workload. The Newfoundland and Labrador Government Air Services (NGAS) did not provide any specific ground training syllabus for aerial firefighting.
An Air Tractor 802 Fireboss crashed and and sank August 14 while scooping water on Chantslar Lake in British Columbia, Canada about 30 kilometers west of Puntzi Mountain. Jeff Berry of Conair said the pilot was able to exit the Single Engine Air Tanker, but was held overnight in a hospital in William’s Lake and released Friday morning.
The Fireboss was brand new. Recovery operations are underway at the lake.
…It goes without saying that flying close to wildfires can be dangerous – which is why safety always takes priority, and teamwork is important. Each airtanker group is led by an air attack officer (or ‘AAO’ for short), flying in the lead plane (called a “birddog”). The AAO acts as the ‘eye in the sky’ for the group and firefighters on the ground. Usually first on the scene, they will assess the wildfire, come up with a plan of attack, and then lead the airtankers in the team to the target.
To help ensure our airtankers can get to where they’re needed as quickly as possible, we have 14 support bases in strategic locations around the province. We have nine airtanker groups, each of which can move to any base – making it easy for our planes to refuel, reload and be ready for the next wildfire…
Bombardier Aerospace announced today that it has signed a firm purchase agreement with the Government of Newfoundland and Labrador for two Bombardier CL-415 amphibious air tankers. The transaction is valued at approximately $73.7 million US, based on list price, and includes various product enhancements. Deliveries of the aircraft will begin during the second quarter of 2014 and will continue in 2015.
With the two new aircraft, the province will have four CL-415s and one CL 215.
Canada is home to nearly 60 CL-215s and 415s – the largest national fleet of its kind in the world. There are 165 of the aircraft in service worldwide.