We shot this time-lapse video today at Boise during the annual Modular Airborne FireFighting System training. It shows C-130 aircraft cycling in and out of a reloading pit. During the process it was filled with about 3,000 gallons of water and possibly compressed air from an air compressor on the ground — or the crew could have used the air compressors on-board the aircraft. When the reloading hose for water is dragged out to the aircraft, a compressed air line is zip-tied to it.
Above: MAFFS parked on the ramp at Boise, April 20, 2017, for their annual training.
This is the second year in a row that all four military bases that operate C-130 aircraft with Modular Airborne FireFighting Systems (MAFFS) have assembled in one place to conduct their annual training and certification. Today, Thursday, was all indoor ground school, held in the theater at the Idaho National Guard facility at Gowen Field in Boise.
On Friday their plans are to fly the aircraft and make water drops in the Boise National Forest.
Each of the four bases sent two MAFFS-equipped C-130’s plus at least one additional C-130 with support equipment. The MAFFS bases are at Reno, Colorado Springs, Cheyenne, and Channel Islands (in southern California). Reno, last year and this year, has had just one MAFFS unit available, since the U.S. Forest Service HC-130H has been using one of the eight that are available, but this week Reno will be training with two. The USFS HC-130H is parked across the runway from the National Guard side of the airport at the National Interagency Fire Center. We’ll check, but it may have hauled the MAFFS up to Boise so that Reno could use it.
We will have much more about the MAFFS training later this week, with more photos and hopefully, interviews.
Above: SEATs 802 and 824 at Boise, July 19, 2014. Photo by Bill Gabbert.
When we discovered that the number of Type 1 helicopters on exclusive use (EU) contracts has been reduced this year by 18 percent, from 34 to 28, we started looking into the numbers of fixed wing air tankers.
The solicitation for EU Single Engine Air Tankers (SEATs) has closed and the award decision is in progress. According to Randall Eardley, a spokesperson for the Bureau of Land management, the agency that handles contracting for SEATs, the number of these aircraft on EU contracts is expected to be the same as in 2016 — 33 aircraft. Firm numbers will be available after the contracts are issued.
The Call When Needed (CWN) contracts for SEATs have already been awarded for 80 aircraft from 16 vendors, which is up from 67 aircraft in 2016. Mr. Eardley explained, “The increase in CWN aircraft available is due to increased capacity through new and existing vendors.”
We expect to have in the next few days information about large and very large air tankers on contract this year.
A single engine air tanker (SEAT) struck a powerline while on final approach for a water drop on a fire in northern Idaho. At the time the pilot was not aware of the strike but after making the drop noticed that there was some damage to the left wing. The accident occurred July 28, 2016.
You can read the entire Rapid Lesson Sharing report here. Below is an excerpt:
“…New Approach Brings SEAT Over an Undetected Powerline
The SEAT, based out of McCall, was dispatched to the fire near Kooskia, Idaho at 1529 hours. The line strike occurred on the SEAT’s second load delivered to the fire. The first load was split and applied on two different runs prior to a Lead Plane arriving on scene.
On the second load, the SEAT was a little off of the line set by the Lead Plane and the SEAT Pilot was unsure of exactly where the Lead Plane wanted the drop. This prompted the SEAT Pilot to make a dry run.
At this point, the ATGS, who was circling overhead, instructed the Lead Plane to give the SEAT a target and let him work his own approach. The SEAT came back around in a fairly tight circle which created a different final approach than had previously been used. This new approach of the flight line brought the SEAT over a powerline that had not been identified prior to the strike. The Pilot identified the location of the known powerline across the draw and concentrated his attention on the approach as he was lining up for the drop.
Pilot Informs ATGS He Might Have Hit Something
The angle of the bank caused the nose and the right wing of the plane to create a blind spot, obscuring Power Pole 2 from view. The angle of the sun and the dark color of the powerlines would have made them basically invisible against the backdrop of the terrain. The Pilot was unaware of the strike at the time it occurred with the only indication being a brief sound that was not part of the “normal” sounds experienced in the aircraft. The flight was bumpy due to turbulent air that is normal on hot summer days in canyon country. Following the successful drop, the Pilot informed ATGS that he might have hit something.
Pilot Notices Vortex Generators Missing from Left Wing
The Pilot flew back over the drop area and confirmed that the known powerline was still intact. He did not locate the poles from the line that had been struck. As he was heading back to the dip location, he looked out at his left wing and realized that numerous vortex generators were missing. The vortex generators are glued on the wing and have been known to come off in flight, but normally only under extreme cold or hot weather conditions. Normal flight is not affected by missing vortex generators. Their purpose is to add stability, lift, and performance during dipping and dropping maneuvers. All controls of the aircraft were functioning normally.
At this time, it had not been established that a wire strike had, in fact, occurred. The Pilot was initially going to return to the dip site for another load when the ATGS recommended that the SEAT fly to the Lewiston Air Tanker Base to check for possible damage (56 miles with crash/rescue services). The Pilot informed ATGS that he was returning to base at McCall (83 miles without crash/rescue services).
The wire strike was first confirmed when the Pilot was on the ground in McCall and was able to see the black marks from the wire on the wing. At this time, the Tanker Base Manager in McCall alerted Dispatch to notify personnel on the fire that a wire had been struck and of the potential for hot wires on the ground…”
Above: Single engine air tankers T-208 and T-826 at the West Yellowstone, MT airport, August 21, 2016. Photo by Brandon Wolfe.
We’re catching up on email and want to post some photos and videos we have received from our readers.
These videos were shot by Fred Johnsen. The first one shows Bombardier water-scooping air tankers that were working on the Pioneer Fire in central Idaho refilling their tanks at Deadwood Reservoir about 60 air miles northeast of Boise. It also shows helicopters returning to the helibase at Cascade, Idaho at the end of the day.
In the next video we see a Bombardier air tanker landing at Boise.
The National Interagency Fire Training released this video today about rookie smokejumper training in McCall, Idaho.
UPDATE December 8, 2015: NIFC released the following video today showing the view as a BLM jumper parachutes into the Deadwood Reservoir Fire.
Managers on the Tepee Spring Fire on the Payette National Forest in Idaho are testing a drone, or unmanned aerial system (UAS), collecting intelligence at night when other firefighting aircraft are grounded. Below are excerpts from an AP article:
Testing of the 55-pound craft with a 12-foot wingspan [was] scheduled to start Thursday night [September 17, 2015], Air Operations Branch Director Gary Munson of the U.S. Forest Service said. “If the night flights go well, we hope to gradually integrate it into daytime operations,” Munson said.
The Aerosonde Mark 4.7 operated by Textron Systems launches from a catapult and is recovered with a large net. It can cruise at up to 70 mph. The company in an email to The Associated Press said the system has more than 100,000 flight hours with flights in hurricanes and in the Arctic, but this is its first use on wildfires.
The “aircraft’s sensors can give responders real-time date on fire growth, burn intensity, fuels and heat concentrations,” the company said. It also said data supplied by the vehicle can be used by fire managers to look at erosion risks and impacts on wildlife and vegetation in remote areas.
Brad Koeckeritz, unmanned aircraft manager for the U.S. Department of the Interior, said the tests in Idaho are one of three demonstrations being done this fire season and include two other companies. Earlier this summer, officials tested a drone made by Boeing subsidiary InSitu on a wildfire in Washington states’ Olympic National Park.
“It was very successful,” Koeckeritz said. “We were able to look through very thick smoke and assist the helicopter pilots with bucket drops and see where the drops hit.”
The article states a couple of times that the sensors on the UAS can see through clouds, but I would be very surprised if that is true. (We didn’t include those sections here.) The moisture in clouds has its own heat signature which is impenetrable to the equipment on the U.S. Forest Service infrared line scanning aircraft. The sensors can detect heat through smoke, however, as long as it is not an extremely active convection column with a great deal of particulate matter, debris, or burning embers.
The video below demonstrates how the Aerosonde UAS is used on a ship.
—Drone tested over the Paradise Fire in Olympic National Park.
—Specifications of the Aerosonde Mark 4.7.
—Aerosonde gets $600 million contract for contractor owned/contractor operated UAS systems