Triple Nickles, paratroopers who fought wildfires during World War II

An all-black airborne unit of the United States Army

Smokejumpers in the 555
Smokejumpers in the 555 preparing for a mission in 1945. Jump masters inspect their fellow jumpers. (From THE TRIPLE NICKLES)

This article was written by retired Lt. Col. Bradley Biggs who was the first officer in America’s first all-black paratroop unit called the Triple Nickles, the 555th Battalion of the 82d Airborne. In 1943 the troop was created and trained to go to war, but instead was sent to the West Coast to fight forest fires started by Japanese balloon bombs. They were some of the early parachuters to fight fires, being formed a few years after the first fire jumps by two U.S. Forest Service employees in 1940. Later they became the first army unit to be integrated into the regular army during World War II.

This article is used with permission from TripleNickle.com.


By Bradley Biggs, Lt. Col. USA (Ret.)

Let us travel back to the origins of this unit, its conversion from a highly trained and combat ready parachute unit to the extremely dangerous role of “smoke jumping” and their performance in one of the best kept secret operations in World War II.

Captain Bradley Biggs
Captain Bradley Biggs (From THE TRIPLE NICKLES)

Through December 1944 and January 1945, the Triple Nickles had continued to jump, maneuver, and grow to a strength of over four hundred battle-ready officers and men. During that same period a far more deadly action was taking place on the battlefields of Belgium – the Battle of the Bulge – the massive German counter-attack in the Ardennes that began on 16 December 1944. It lasted more than a month and before the Germans were turned around, the American army had suffered some 77,000 casualties. Many of them had been paratroopers – men from General Jim Gavin’s 82nd Airborne Division and General Maxwell Taylor’s 101st who had made the heroic stand at Bastogne. The cry was out for replacements, not only in paratroopers ranks but throughout the European Theater of Operation (ETO) combat command.

At last we thought we were going to tangle with Hitler, whose embarrassment at the 1936 Olympics of a Black American named Jesse Owens was fresh in our minds. We eagerly anticipated pitting the Nazis against another group of black champions – men like Walter Morris, “Tiger Ted” Lowry, Jab Allen, Edwin Wills, Jim Bridges, Roger Walden, the list goes on.” Biggs recalls in his book THE TRIPLE NICKLES. He goes on to say that:

“We soon found that we would not go as a battalion but rather as a “reinforced company”. The reason was simple, we had not trained or maneuvered as a battalion. The original orders authorizing the 555th said we would not begin such training until we had reached a strength of twenty-nine officers and six hundred enlisted men. This could have been achieved if commanders army-wide had released volunteers and approved scores of requests for parachute duty.”

Eventually, the Triple Nickles would grow to more than 1,300 for duty, 600 in jump training at Fort Benning and 1,900 on the morning report rosters. But for now the smaller number had some advantages. It had enabled them to concentrate on intensive individual and small-unit training. Riflemen, machine gunners and mortar men had sharpened their aim to perfection. Training in judo and other forms of hand-to-hand combat were intensified. They had time and opportunity to become superb combat men. No goof-offs were allowed.

Moreover, men could be sent to schools for special training as riggers, jumpmasters, pathfinders, demolition experts, and communications men. Jump demonstrations and small unit maneuvers had helped them to perfect the tactics and logistics essential to many paratrooper combat missions, especially those requiring no more than a company-size force, such as an attack on an enemy communications center, bridge, enemy headquarters or road junction.

Triple Nickles 555So when the order came to “skeletonize” to one reinforced company of eight officers and 160 men, the battalion had a pool of the best from which to choose the super-best. It began with a downward shift of command, a move for which everyone was fully prepared. The battalion executive officer, for example Captain Richard W. Williams became the company commander. Williams, the eleventh officer to join the Triple Nickles, had come to the organization as a first lieutenant from the 92nd Infantry Division. A well-built, muscular man, he was known as a tough, aggressive officer, filled with imaginative ideas and a sense of adventure.

The battalion S3 (Plans and Training), lst Lt. Edwin Wills, the real “brains” of the training program, became the company executive officer. The commanders of A, B, and C rifle companies became platoon leaders, with each given his choice of an assistant platoon leader. Each former company commander chose his executive officer. First sergeants became platoon sergeants and platoon sergeants became squad leaders.

This special company was ready to take on anybody. But suddenly midway through the rigorous combat training, their destiny changed. By, April 1945, the German armies were collapsing. Americans were on the Elbe River – and would stay there. From the east the Russians were moving on Berlin, and the fall of the German capital was only weeks away. It seemed unlikely that any more paratroopers would be needed.

In late April 1945, the battalion received new orders – a “permanent change of station” to Pendleton Air Base, Pendleton, Oregon for duty with the U.S. Ninth Service Command on a ‘highly classified” mission in the U.S. Northwest. No one had any idea of what the mission would be.

Continue reading “Triple Nickles, paratroopers who fought wildfires during World War II”

Photos of PBY-6A airtankers from the 1960s and 1970s

Tanker 85, N6453C, BuNo 64041, a PBY-6A
Tanker 85, N6453C, BuNo 64041, a PBY-6A at Lancaster, California in August 1975. Courtesy of the Flight Test Museum at Edwards Air Force Base.

This photo of a PBY-6A taken at Lancaster, California in August 1975 was sent to us by the Flight Test Museum at Edwards Air Force Base. The PBY-5A and 6A were some of the first amphibious water-scooping airtankers.

I have learned that when writing about tankers from the old days, check with JD Davis since he is a great source for high quality photos and is also  generous about sharing them. The five photos below, all PBY-6As, were taken by Mr. Davis, and I am very grateful that he is letting us use them.

The aircraft above (and the next three photos below) have the same FAA registration number, N6453C, but it was variously known by different Airtanker numbers.

Tanker 85, PBY-6A, N6453C
Tanker 85, PBY-6A, N6453C, Photo by JD Davis at Ontario in September 1975.
Tanker 54, PBY-6A, N6453C
Tanker 54, PBY-6A, N6453C, Photo by JD Davis at Chino in 1969.
Tanker 54, PBY-6A, N6453C
Tanker 54, PBY-6A, N6453C, Photo by JD Davis at Chino in 1969.Tanker 84, PBY-6A, N6456C

Tanker 84, PBY-6A, N6456C, Photo by JD Davis at Ontario in November 1975

Tanker 83, PBY-6A, N6458C
Tanker 83, PBY-6A, N6458C, Photo by JD Davis at Hemet in May 1971

If you have seen the movie Always you remember the PBY-5A in the opening scene:

Currently a CAL FIRE S2-T is using the T-85 number:

S-2T MCC
Airtanker 85, an S-2T, at MCC on March 26, 2018. Photo by Sergio Maraschin.

Photos of the current Tanker 83 and Tanker 54.

Firefighting air tankers, the early years

World first crop dusting experiment
World first crop dusting experiment (August 3rd 1921, Troy, Ohio) using an aircraft – Left: McCook Field engineer Etienne Dormoy (left) who designed the hopper and operated it during the flight ; Right: Lieut. J.A. Macready who piloted the plane (Curtiss JN-6). Photo: Houser, J. S. “The Airplane in Catalpa Sphinx Control.” Ohio Agricultural Experiment Station, Monthly Bulletin 7 (1922)

By Richard L. Hilderbrand

EARLY SPRAY EQUIPMENT
Military aircraft have long been used to apply insecticides and herbicides.  An entomologist from Cleveland, C. R. Neillie, believing that airplanes could be used to dust a stand of trees, worked with the Army Air Service at McCook Field in Dayton to test the idea.  On August 3, 1921, Lt. John A. Macready assisted in the successful treatment of catalpa trees using insecticide dropped from a Curtiss JN-6 airplane to kill sphinx caterpillars.

first crop dusting experiment
World’s first crop dusting experiment, Aug. 3, 1921

In 1933 a study summarized the military use of chemicals dispersed by aircraft and included the possibility of using chemicals to deny the opposition the use of rear areas and lines of communication.  This basic idea was applied in Vietnam to deny cover and limit food crops.

An engineering study completed in 1952 laid the groundwork for the development of the MC-I “Hourglass” system which was first used for defoliation in Vietnam.  Built by the Hayes Aircraft Corporation of Birmingham, AL, the MC-1 system included a 1,000-gallon tank and equipment to support six spray nozzles.

The MC-1 was used on many occasions but was not satisfactory to spray jungle foliage in Vietnam in “Operation Ranch Hand” due to the requirement for two passes over the treatment area.  Knowing a second pass was coming for adequate treatment allowed the enemy on the ground to prepare a “return” welcome party.  On February 2, 1962, Ranch Hand lost an aircraft and the crew became the first Air Force fatalities in Vietnam.

The need for a three gallon/acre spray capability in one pass resulted in the development in 1966 of the A/A45Y-1 sprayer which incorporated spray booms under each wing and under the tail and a larger pump to increase pressure from 38 to 60 psi.  The A/A45Y-1 Internal Defoliant Dispenser, also designed and manufactured by Hayes, was a complete dispensing system with a 1000 gallon tank, jettison capability, and rapid installation into and from a C-123.

AIRCRAFT
In the spring of 1953, Douglas Aircraft Company was flying a DC-7 prototype out of Palm Springs Airport using water in a tank as a ballast to represent a load. At the end of flight-testing, the four-engine DC-7 made a low pass over the Palm Springs runway and dumped its ballast through three six-inch valves in the airplane’s belly. The result was a wide, mile-long swath of water that caught the attention of the DC-7’s pilots as well as observers, thus starting the concept of aerial attack on fires. The first application of aerial attack adapted a 1939 Stearman biplane that had been converted into a cropduster. In 1955 Willows Flying Service, a California agriculture chemical applicator, cut a hole in the airplane’s belly fabric and fitted the chemicals hopper with a flapper hatch that opened when the pilot pulled a rope to release 170 gallons of water. In August of that year the Willows Stearman made several runs on a fire burning in Mendocino National Forest, dropping 170 gallons on each run and assisting in “knocking down hotspots.” This was the first time that a real forest fire had been attacked using water dropped from the air.

TBM air tanker
TBM air tanker being refueled by truck in 1966 in the Beaverhead National Forest, Montana. The TBM payload was 800 gallons of retardant. Photograph provided by Mr. Dave Stack courtesy of National Museum of Forest Service History, Missoula, Montana.

In 1958 a single engine TBM Avenger (Grumman TBF manufactured by General Motors) dropped retardant on a fire at Lake Elsinore, California and started the use of the TBM as a retardant tanker. Continuing through the 1960s, the tankers were usually modifications of WWII bombers, such as the TBM, that carried a several hundred gallons of retardant and dropped the load using the bomb bay. These drops were bulk drops and frequently a mass of retardant would break the trunks of trees. The military bombers were designed to withstand the “negative g” wing-loads of rapid cargo (e.g., bombs) deployment but were not necessarily adapted to the low-level drops in mountain terrain. Other aircraft used were the PB4Y, B-26, B-17, and P2V Neptune. Other military aircraft were used such as the Grumman AF with a payload of 800 gallons and the C-123. They were usually single purpose aircraft owned and operated by private contractors with much time parked on the ramp. These early pilots flew on the edge and would occasionally return to the retardant base with pieces of tree-top in their wings. C-119 “Flying Boxcars” were used through about 1987 and a few even had 3,400-pound-thrust Westinghouse J34 turbojet atop the fuselage.

EMERGENCY LANDING AT A FORD PROVING GROUND

Continue reading “Firefighting air tankers, the early years”

Air tankers in Tucson’s Pima Air & Space Museum

Grumman AF-2S
Grumman AF-2S in the Pima Air Museum. Photo by Steve Stenkamp.

Steve Stenkamp sent us these photos he took at the Pima Air & Space Museum last March. “It’s an excellent way to spend 3-4 hours,” he said.

Thanks Steve!

C-123
C-123 in the Pima Air Museum. Photo by Steve Stenkamp.
P-2V
P2V-7 in the Pima Air Museum. Photo by Steve Stenkamp.
DC-7B
DC-7B in the Pima Air Museum. Photo by Steve Stenkamp.
C-119C
C-119C in the Pima Air Museum. Photo by Steve Stenkamp.

Over 400 historic aircraft are on display at the museum that encompasses 80 acres of exhibits.

We grabbed this photo of the museum from Google Earth:

Pima Air and Space Museum
Pima Air and Space Museum. Google Earth, August 18, 2018.

If you go:

Location: 6000 E Valencia Rd, Tucson, AZ 85756
Tickets: $10 to $16
Website: pimaair.org

It is just south of Davis-Monthan AFB AMARG Facility and the military aircraft “boneyard” with over 4,400 planes in storage. From the Pima Museum you can board a bus to tour the boneyard but you have to apply for a security clearance at least 10 business days in advance of the desired tour date. You can apply for the clearance up to 90 days in advance.

MAFFS — A look back

Development and use of the Modular Airborne Firefighting System

By Richard L. Hilderbrand

MAFFS loading
Members of the 302nd Airlift Wing load a U.S. Forest Service Modular Airborne Firefighting System (MAFFS II) unit into a C-130 Hercules aircraft April 23, 2020 at Peterson Air Force Base, Colo. The MAFFS unit is used during annual aerial firefighting training requirements. (U.S. Air Force photo by Staff Sgt. Justin Norton)

The Modular Airborne Firefighting System (MAFFS) program is a joint effort between the US Forest Service and Department of Defense (DoD).  The USFS owns the MAFFS equipment and supplies the retardant, while the Department of Defense has provided the C-130 aircraft, pilots, maintenance, and support personnel to fly the missions since the 1970s.

The current MAFFS II is configured for deployment using the C-130 aircraft, with installation requiring less than an hour.  The system carries up to 3,000 gallons of water or retardant which can be discharged using 1,200 PSI air pressure in a matter of seconds.  The system can provide a fire line 60 or more feet wide and about a quarter mile long.

MAFFS DEVELOPMENT
The USFS had used bulk retardant drops from older aircraft; however, improved dispersal systems did not exist and the USFS had a continuing need to provide assistance to ground personnel on a fire, especially for initial attack.  At the same time, the A/A45Y-1 spray equipment was in use in Vietnam during Operation Ranch Hand.  In April 1970, the DoD suspended the use of 2,4,5-trichlorophenoxyacetic acid (2,4,5-T) herbicide, due to the presence of the toxic contaminant dioxin in the defoliant. In addition, in 1973 the Paris Peace Accord ended direct U.S. involvement in Vietnam.  These events left military spray equipment looking for a mission.

The search for a mission led to a proposal by FMC (previously Food Machinery and Chemical Corporation) that the DoD spray equipment be modified for use by the USFS to drop retardant in wildfire suppression.  In 1971 Arnold Adams (equipment development specialist for FMC) met with Jim Hickman (USFS, Washington Office, Division of Aviation and Fire Management) as staff liaison for equipment development.  Numerous meetings and review of the existing spray equipment at FMC in San Jose, CA, followed to determine applicability to wildfire use.  With positive initial evaluation by Hickman and Adams, the proposal was elevated through USFS, Department of Agriculture, USAF, and DoD.  A meeting of senior officials was held at the Pentagon for a complete review and the program was given final and unanimous approval by the Departments.

AERO UNION
Following the initial proposal and production of the first MAFFS unit by FMC, the USFS turned to Aero Union Corp. for the manufacture of the operational MAFFS.  On October 17, 1972, Dale Newton of Aero Union Corporation of Chico, CA, was awarded patent 3,698,480 on the basic MAFFS type system.  This included the method and apparatus for retardant use from a large capacity main slurry storage coupled by means of fluid transfer pipes to a lower capacity slurry dispensing tank positioned aft of the main tank in the doorway of the aircraft’s cargo doors.  This patent envisioned a plane such as the C-130 for operation and using engine operation to provide compressed air to disperse retardant.

Bill Waldman of Aero Union provided the description of the development of the MAFFS to the current configuration.  The original MAFFS was in four components to be loaded individually with filling and pressurization being completed on the ground.  The compressor was driven by a VW engine and took many minutes of ground time to charge.  Support bases were selected, equipment gathered, and pilot training on operational procedures of wildfire suppression was conducted. USFS pilots, several of whom were ex-military, and contractor pilots were utilized.  Much of the training was done at the USFS National Training center at Marana, AZ.  The MAFFS era had begun!

An improvement of equipment by Aero Union led to a diesel engine for air compression and a trailer with all four components to be loaded as a single unit to the C-130.  Due to air and retardant characteristics the original design created more of a mist than a liquid dispersion that exited directly out of the aft ramp.  Major modifications were needed to achieve the dispersal of the dense retardant as a liquid by pressurized air with nozzles exiting the ramp and pointing downward from the aft ramp of the C-130.  Aero Union designed and produced the MAFFS II which is in current use.  Nine units were produced with two assigned to each MAFFS-capable military unit and one spare, of which one was lost in the crash of MAFFS #7.  MAFFS II was designed with one discharge nozzle exiting the aircraft from the left jump door, full capability to charge the system in the air, and a capacity of 3000 gallons.  In addition, the trailer system was improved to allow rapid loading and unloading of the C-130.

Aero Union also developed a version of a retardant tank known as the Retardant Aerial Delivery System (RADS).  Coulson Aviation purchased the intellectual property rights to RADS-1 in 2012 and has improved the RADS system, making several versions including the 4,000-gallon RADS-XXL and claim a 1600 gallon/second dispersal rate and reduced equipment weights.

A private company, United Aeronautical Corporation (UAC) headquartered in North Hollywood, California, bought P-3 aircraft from Comerica Bank which acquired Aero Union’s assets following the company’s financial problems. UAC then partnered with Blue Aerospace to market the P-3s.  Steve Benz, the Blue Aerospace Vice President for Business Development, said UAC and Blue Aerospace now have the Aero Union intellectual property for both generations of the MAFFS and the second-generation RADS, RADS2, a gravity assisted, constant-flow retardant tank system which has been successfully used in air tankers.  To handle the MAFFS and RADS2 business, the two companies formed an organization named MAFFS Corp. They provide parts and service for existing MAFFS units, and are manufacturing new MAFFS II systems.  (For more information on the MAFFS II see Ten things to know about MAFFS military air tankers.)

CRASH OF MAFFS 7

Continue reading “MAFFS — A look back”

Frank Prentice, one of the early air tanker pilots, passed away

He was the last surviving member of the air tanker program that began in Willows, California in the 1950s

Frank Prentice in air tanker 21
Frank Prentice in air tanker 21, waits while the aircraft is reloaded at the Ukiah, California airport, probably in the early 1960s. Photo courtesy of Elizabeth Prentice Danley.

Elizabeth Prentice Danley sent us the sad news that her father, Frank Prentice recently passed away. She said he was the last surviving member of the air tanker program that began  in Willows, California back in the 1950s. “To his last days he enjoyed seeing the photos published at Fire Aviation,” she said.

This is the obituary:


Pioneer Air Tanker pilot, former Ukiah resident and original owner of Ace Aerial Service, Frank Prentice, 93, passed away July 16, 2020, at his country home near Chico, CA.

Frank lived in Ukiah from 1960 to 1971.  He was one of the founding members of the first Air Tanker Squadron of pilots flying for the Mendocino National Forest based at the Willows, CA airport.   The group included seven pilots from the Sacramento Valley flying Boeing Stearman 75  and Naval Aircraft Factory N3N’s, converted into agricultural, and then air tanker planes.  The first strike was in 1955 on the Mendenhall fire in the Mendocino National Forest.  By 1956 the seven elite agricultural pilots were flying the converted planes with 170 gallon drum of water/borate and other fire retardants over forest fires all over the state.

In 1958 Frank contracted with California Division of Forest (CDF) and eventually moved his family to Ukiah, establishing Ace Aerial Service as an aircraft maintenance shop in 1960. He continued to fly air tankers during that time.

With billowing towers of smoke and ash obscuring their view, he and his team carried out precision strikes until the fires they were fighting were extinguished.  This practice remains an invaluable technique in wildland firefighting today, and would not have been as widely used or evolved had it not been for the first Air Tanker Squadron.  Frank was the last surviving member of that historic crew.

In 1971 Frank moved back to Willows/Chico area to farm his in-laws’ Walnut & Almond orchard, leaving professional aviation behind.  He and his wife, Lila, were joined by their three children in establishing an impressive legacy near Willows & Chico.

Frank & Lila celebrated their 70th wedding anniversary in November of 2019.  Frank is survived by wife Lila, Chico; Elizabeth Ann Danley (Wade), Willows; Marilee Susan Doolittle (David), Butte Valley; F. Steven Prentice (Yolanda), Chico.  They have 12 grandchildren and 12 great-grandchildren, with #13 due in November.

Services are pending when his ashes will be flown over the orchard at a later date.


Frank Prentice air tanker 21 1956
Frank Prentice in air tanker 21 in 1956. Photo courtesy of Elizabeth Prentice Danley.
Willows air tanker history plaque
Plaque at the Willows, California Airport honoring the early history of using aircraft to fight vegetation fires.

Conair — 50 years in less than 5 minutes

Conair two air tankers dropping
Screenshot from the Conair film

Conair has produced a short video documenting the history of the company. Jeff Berry, Director of Business Development, described it for us:

“2020 is Conair’s 51st fire season supporting wildfire control agencies around the world. We put together a video celebrating those 50 past seasons celebrating all the hard work and innovation that has gone into each and every season.

“The video titled ‘Roots and Wings’ highlights 50 years of Conair’s history in 5 minutes! Those interested in aircraft history and/or aerial firefighting will enjoy the vintage footage from the 1960’s and 70’s through to the present day.”

How 20 smokejumpers were rescued by a 2-passenger helicopter

Higgins Ridge Fire, 1961

Bell 47 helicopter Forest Service
Bell 47 helicopter. Forest Service photo.

Twelve years after 13 smokejumpers were killed on the Mann Gulch Fire 13 miles north-northwest of Helena, Montana, 20 jumpers were entrapped on a fire in northern Idaho 83 miles southwest of Missoula, Montana.

It happened August 4, 1961 on the Higgins Ridge Fire in the Nez Perce National Forest after an eight-man crew from Grangeville, Idaho had jumped in the area, followed by 12 men from the Missoula jumper base, the last arriving at 1 p.m. The fire behavior on the two-acre fire was fairly benign until a passing cold front brought a sudden increase in the wind at 4:15 p.m. which resulted in the fire spreading rapidly. The 20 men took refuge in a previously burned area. As the wind increased to 50 mph the supervisors of the two squads, Dave Perry and Fred “Fritz” Wolfrum, instructed the firefighters to remain calm and to clear an area for themselves in the ashes.

Lightning was bursting from the pyrocumulus cloud over the fire as the men in their newly issued orange fire shirts covered their heads with their arms when the fire burned around them. They helped each other swat out the flames on their clothes during the ember shower.

They did not hear it because of the roar of the fire, but they looked up and saw the red skids of a helicopter. It was a Bell 47B-3 that had seating for three people abreast, with the pilot in the middle.

Below is an excerpt from the April, 1994 edition of “The Static Line” published by the National Smokejumper Association:

…The pilot was Rod Snider of the Johnson Flying Service and he had spotted the men and their orange [fire shirts].

Fritz and Snider quickly organized an evacuation plan. Snider had to drop down vertically and take off the same way because of old snags surrounding the jumpers [a maneuver that requires more power than departing from a ridge]. On the first few trips Rod took out two jumpers on each run, having them ride in the cabin. Then, with the helicopter getting hotter, Rod told them he would take four out on each trip. Two rode in the cabin and two hung on to the [cargo trays]. Rod was able to ferry all 20 jumpers to the Freeman Ridge fire camp. Fritz and Tom were among those on the last trip out.

Some of the jumpers were treated at St. Patricks’s Hospital for smoke-burned eyes. Within several days most of the jumpers who had been on the Higgins Ridge Fire were out jumping on more fires.

Rod Snider and James Van Vleck Nat Museum FS History
L to R: Helicopter pilot Rod Snider with James Van Vleck. Photo by the National Museum of Forest Service History, June, 2019.

In June, 2019 a reunion was held in Missoula for the firefighters that were involved in the Higgins Ridge Fire. Eleven of the jumpers gave oral interviews and participated in a panel discussion at the National Museum of Forest Service History (video of the panel). Mr. Snider made the trip and gave his oral history, but unfortunately had to return home the night before the panel discussion due to a family emergency.

Below are excerpts from an article in The Missoulian, August 2, 2019:

“It was hard to find them,” said Snider, 89, a quiet man who received awards for his heroism but shuns the obvious mantle of hero.

“The wind was really cooking in there and you couldn’t see the heliport all the time to get down. I had to come in high and drop down into it when I could see a little break,” Snider said in an oral history interview before he left town.

What made you risk your life to do it? an interviewer in Missoula asked.

“Oh, it had to be done. It had to be done,” Snider replied. “I don’t know. You just can’t leave guys down in the position that they were in.”

His helicopter, a Bell 47G-3 that Snider christened “Red Legs” for its painted landing skids and support legs, was one of the first with a supercharger. But the overload was nonetheless hard on it, he said.

“I felt a little uneasy, because I knew I’d over-boosted everything, But when they gave an inspection later on they couldn’t find anything wrong with it,” Snider said.

The following year Snider received the Pilot of the Year Award from the Helicopter Association of America in Dallas and the Carnegie Medal for Heroism.

In 1976, the nation’s bicentennial year, Tom Kovalicky, 84, of Grangeville and Stanley, Idaho, successfully nominated Snider for the North American Forest Fire Medal, which was being revived for the first time since 1956. Snider and his wife were flown to New Orleans for the presentation that October. And in 2002 he was inducted into the Museum of Mountain Flying Hall of Fame.

An article about the fire dated February 21, 2003 at the National Smokejumper Association’s website was written by a firefighter who was on the Higgins Ridge Fire a year before he became a smokejumper.

Higgins Ridge Fire
by Gary Shaw

The year was 1961 when cumulus clouds built up every afternoon promising rain, but delivering isolated dry lightning storms. This was the year before I became a smokejumper. It was my second year to work on the Moose Creek District of the Nezperce National Forest. The preceding summer I had spent as a lookout fireman on top of Bailey Mountain. This year I had been working trail crew for a couple of months until the sky erupted at the end of July and left fires all over the district.

My trail partner (Ron) and I had been cutting a trail from the Selway River to Big Rock Mountain and were currently holed up in a cabin there when a helicopter picked us up to transport us to a small fire on Higgins Ridge. We were to meet a crew walking in from Elbow Bend on East Moose Creek. We saw smokejumpers parachute into the fire area on our way to the fire. We landed on the uphill side of the fire, grabbed our shovels and pulaskis and started for the fire. We could see the jumpers’ orange shirts through the smoke.

Before we could get to the fire a large cumulous cloud covered the sun and the wind picked up to 25 or 30 m.p.h. The fire blew up in our faces, and we were forced to retreat back into a large rockslide.

The jumpers weren’t so lucky. They were trapped in the middle of it with no escape route. They dug in, buried their faces in wet bandanas in the dirt, and tried to find air to breath as the fire roared from a manageable 2 acres to a 1280 acre holocaust. It was late evening, and the fire was beautiful to watch. It was crowning, and trees several hundred feet ahead of the fire would begin to tremble and then burst into flame like a fireworks display.

The fire was so hot that canteens of water near the jumpers started exploding. When things looked at their bleakest, the cavalry arrived in the form of Rod Snider(NCSB-51) in a Bell 47G-3B helicopter from Johnson’s Flying Service in Missoula. It was getting dark when he flew into the middle of the fire and started bringing Jumpers out four at a time, which is two more than the maximum the copter was supposed to carry. He had two guys on the seat and two more on the runners. He made five trips into the fire and rescued twenty jumpers. The manifold pressure on the copter engine was 200% above maximum, and when the engine was torn down later, two pistons fell apart. I heard that “Crash” received 20 cases of beer the next week.

My trail partner and I stayed on the fire through mop-up. The other crew arrived without tools, which were to be dropped in by air. Unfortunately, communications left something to be desired. We kept requesting tools and instead received three separate drops of sleeping bags. Each person had a half dozen sleeping bags, but Ron and I were the only ones who had a shovel and pulaski to work on the fire. So we did.

When the tools finally arrived and we got the fire under control, I walked down to the area where the jumpers had been trapped. I found exploded water cans, unexploded gasoline cans (go figure), and a personal gear bag with all their cameras melted together. I could see Minolta, Canon, and Nikon logos on the fused metal and glass. I sent the lot back to Missoula. The fire had been so hot that there were no snags, just pointed stumps and ashes over a foot deep.

I remember two of the rescued jumpers departed the chopper and immediately asked for a cigarette. Now that’s a habit!

I’ve always wondered what that fire looked like from the other side. If anyone reads this that remembers, let me know.

The group that organized the oral history and panel about the Higgins Ridge Fire was organized by the National Museum of Forest Service History. Wildfire Today first wrote about the museum in 2009 five years after they began their effort to raise $10.6 million to build a national museum to commemorate the 100+ year history of the U. S. Forest Service. Their vision began in 1994 when they obtained 36 acres west of the Missoula airport where they hope to build a 30,000 square-foot building.

National Museum of Forest Service History
An architect’s concept of the future National Museum of Forest Service History.

The museum’s fund drive received a significant boost this month when it received a $2 million contribution from the estate of Bill Cannon, a Forest Service retiree.

From the Ravalli Republic:

…Cannon spent most of his Forest Service years in California and Oregon, with an interlude in Hawaii where he was assigned to state and private forestry work. He finished his career in Washington, D.C., where he worked on program planning for the Forest Service’s state and private programs.

Meanwhile, according to a press release announcing his gift, he used his avocation of studying financial markets to become an adept investor.

Cannon became impressed with the National Museum of Forest Service History on a field trip to the site while in Missoula for the 2000 U.S. Forest Service retiree reunion.

Thanks and a tip of the hat go out to Kelly. Typos or errors, report them HERE.