For more than 15 years Minden Air Corp has been working on the concept of transitioning from their Korean War vintage P2V air tankers to a jet, the BAe-146. They acquired two or three of them and had nearly completed their work on what was going to be Air Tanker 46 when they ran out of money. Problems with hydraulic systems led to landing gear failures on two P2Vs, T-48 and T-55, taking out Minden’s last two operational air tankers, which no doubt affected their incoming revenue stream. Thankfully there were no serious injuries reported in those two accidents, unlike the crash of the company’s T-99 on October 3, 2003 that killed the two pilots, Carl Dolbeare , 54 and John Attardo, 51. A lookout staffing a fire tower saw that P2V fly into a cloud bank as it was preparing to land at San Bernardino. It did not emerge and shortly thereafter they saw what appeared to be smoke at the top of the cloud. The NTSB described it as “controlled flight into mountainous terrain”. The two pilots had a combined total of more than 15,000 flight hours.
In October AvGeek filmed a report about Minden Air Corp at the Minden Airport 45 miles south of Reno, Nevada.
Tim Cristy, Flight Operations for Minden, said in the video when explaining why the conversion of T-46 came to a stop, “We ran out of money. Well, the engineering got expensive as all get-out”.
We attempted to call Mr. Christy and Minden’s CEO, Len Parker, to get more information but the number we had used before no longer works.
The T-46 project had progressed to conducting a grid test, which involves dropping retardant over a grid of more than 3,000 cups on the ground. In the video Mr. Cristy said the test went well. We are not sure if the aircraft ever received a Supplemental Type Certificate from the FAA which is a major hurdle to overcome in addition to approval from the Interagency Airtanker Board. After that they would have had to deal with the bewildering and unpredictable Forest Service contracting system before they ever received a dime from their large monetary investment.
The video below, published June 17, 2014, shows T-46 making its first test drops of water and retardant.
Thanks and a tip of the hat go out to Brian. Typos or errors, report them HERE.
The U.S. Forest Service (FS) had hoped to have as many as seven additional “Next Generation” large air tankers working under contract on May 30, 2015, but protests filed by two companies could push that date back by several months.
The FS first awarded contracts for Next-Gen air tankers in 2013 at the end of a 555-day process that also included protests which delayed the awards. Next-Gen air tankers are required to have capabilities not present in the previous generation of Korean War vintage machines. They must fly faster, be powered by turbine or jet engines, and have a capacity of at least 3,000 gallons of fire retardant.
Two companies have filed protests about this latest round of potential contracts, Coulson Aviation and Erickson Aero Tanker. The protests were lodged with the U.S. Government Accountability Office which has the responsibility of deciding whether the protests have merit, which they are required to do by July 9 for Coulson’s protest and July 17 for Erickson’s. Both companies later amended their original complaints, which complicates the procedure for the GAO, so it is unlikely that anything will be decided much before those mid-July due dates.
No contracts have been awarded yet, nor has the FS announced what their intentions are about the contracts. The two companies are protesting the terms of the solicitation which was first posted on February 19, 2015, and then amended five times. Responses from bidders were due on April 9, 2015.
In researching this article we reached out to Erickson Aero Tanker and Coulson Aviation, but did not receive replies by our publication deadline.
When the awards were announced for the first round of Next-Gen contracts in May, 2013, Neptune Aviation did not receive one of the seven contracts and filed a protest. A few weeks later Neptune dropped their protest which allowed the FS to finalize the contracts form the other seven air tankers. It was disclosed later that the FS and Neptune had entered into a written agreement under which the agency agreed to award Neptune a sole-source contract for two Next-Gen large airtankers in exchange for Neptune withdrawing its protest.
In December, 2013 the FS awarded the promised sole source contract to Neptune for the two air tankers beginning in 2014. The estimated minimum value of the contract was $141,000,000 and had a base period of four years with the possibility of adding five more. If those five years were tacked on it would could have brought the value of the contract up to almost half a billion dollars.
The basis for awarding the non-competitive sole source contract to Neptune, according to the FS, was that the company was in danger of going out of business. The agency used the industrial “mobilization exception” to the requirement to conduct a competitive procurement. Their rationale was that without Neptune, the FS could not field an adequate number of air tankers. In March, 2014 we wrote a very detailed article about the sole source award and how it developed.
That sole source contract was protested by three companies, Coulson Aviation, 10 Tanker Air Carrier, and Minden Air Corp. The GAO upheld the protest, writing in their March 2014 decision that the sole-source award to Neptune in exchange for Neptune’s withdrawal of an earlier protest, was not a reasonable basis for the agency’s action. GAO also disputed the claim that Neptune was in danger of going under, and recommended that the FS reimburse Coulson, 10 Tanker, and Minden for their costs of filing and pursuing the protests, including reasonable attorneys’ fees.
The National Transportation Safety Board has released preliminary information about the June 15 accident in which Minden’s Tanker 48, a P2V, experienced a hydraulic failure, resulting in the nose gear collapsing while it landed at Fresno, California.
“NTSB Identification: WPR14TA248
14 CFR Public Use
Accident occurred Sunday, June 15, 2014 in Fresno, CA
Aircraft: LOCKHEED SP 2H, registration: N4692A
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this public aircraft accident report.
On June 15, 2014, about 2044 Pacific daylight time, a Lockheed SP-2H, N4692A, was substantially damaged when the nose wheel landing gear collapsed during landing roll at the Fresno Yosemite International Airport (FAT), Fresno, California. The airplane was registered to Minden Air Corporation, Minden, Nevada, and operated as Tanker 48 by the United States Department of Agriculture (USDA), Forestry Service, as a public use flight. The airline transport pilot (ATP) rated captain and the ATP rated first officer were not injured. Visual meteorological conditions prevailed and a company flight plan was filed for the local fire fighting flight. The flight originated from Porterville Municipal Airport (PTV), Porterville, California, at 1934.
The captain reported that following an uneventful aerial drop, the flight was returning to PTV. During the descent check, he noticed that the hydraulic pressure indicated 0 and that the first officer subsequently verified that the sight gauge for the main hydraulic fluid reservoir was empty. The first officer opened the jet engine doors successfully as the captain selected gear down with no response. The captain notified base personnel at PTV of the situation and informed them that they would be orbiting to the east of the airport to troubleshoot. The captain and first officer performed the emergency checklist, and extended the nose wheel landing gear successfully. The captain stated that the first officer then installed the pin to the nose wheel landing gear as part of the emergency checklist.
The flight diverted to FAT due to a longer runway and emergency resources as both pilots briefed the no-flap landing procedure, airspeeds, and approach profile. As the flight continued toward FAT, the flight crew informed Fresno Approach Control of the hydraulic system failure and continued to perform the emergency gear extension checklist. The first officer extended the main landing gear using the emergency gear release, which resulted in three down and locked landing gear indications in the cockpit. As the flight neared FAT, the first officer added two gallons of hydraulic fluid to the main hydraulic reservoir while the captain attempted to extend the flaps unsuccessfully. Subsequently, the flight landed on runway 26R. During the landing roll, the nose wheel landing gear collapsed and the airplane came to rest nose low.
Examination of the airplane by representatives from the Forest Service revealed that the forward portion of the fuselage was structurally damaged. The airplane was recovered to a secure location for further examination.”
Below is photo of Tanker 48 after landing on all three wheels at Rapid City, July 21, 2012, while working the Myrtle Fire.
Minden’s Tanker 48 experienced a hydraulic problem while working the Shirley Fire in California and diverted to Fresno, California where upon landing, the nose gear collapsed. Thankfully there were no injuries. Mike Ferris, a spokesperson for the U.S. Forest Service, described it as “a minor mishap”.
More details are at Wildfire Today, along with a history of similar air tanker accidents.
The large air tanker fleet in the United States is on track to have more than double the number that were flying at the beginning of the summer in 2013. Last year there were nine large air tankers available near the beginning of the western fire season, and by mid-July this year there are expected to be 20 on contract that are fully certified, flyable, and ready to assist firefighters on the ground. In 2002 there were 44 large air tankers on exclusive use contracts, but that number as been generally in a downward spiral since then until it reached the low point of nine in 2013. Thanks to the the U.S. Forest Service adding three additional jet-powered BAe-146s to the “legacy contract” temporarily this year, and with nine other air tankers being on five-year or temporary one-year “next generation” contracts, we expect the air tanker fleet to be the largest since 2009.
Five of the 20 air tankers are on temporary one-year contracts added under the “additional equipment” provisions of the contracts that Neptune and 10 Tanker Air Carrier have for their BAe-146s and DC-10s. Unless the USFS decides again next year to award them another one-year contract (if they have the funds to do so) those five may disappear and the total number could decrease to 15.
Within the next week or so 16 large air tankers should be fully activated and on duty. There are still four that have contracts but are still going through the final stages of conversion, live drop tests, or approval of a Supplemental Type Certificate (STC) by the Federal Aviation Administration.
In addition to the 20 large air tankers, there will be 33 single engine air tankers (SEATs) on exclusive use national contracts.
Aero-Flite has the approval of the Interagency AirTanker Board and is waiting on the STC before their two RJ85s can begin work. They hope to have everything all squared away by mid- to late June.
Minden has been working on their BAe-146 for several years and has scheduled their airborne drop tests, the “grid test”, to begin the week of June 16. They are waiting for the FAA to issue their STC. The FAA representative who was working on it had to leave the country on an assignment, slowing down the process.
By mid-summer there will be three additional air tankers that that the U.S. Forest service could activate on one-year additional equipment contracts. Neptune, Erickson Aero Tanker, and Aero-Flite will each have one additional approved air tanker sitting on their ramps.
The U.S. Forest Service could have, with the stroke of a pen, a total of 23 large air tankers flying this summer. The states in the far west are expected to have an above normal wildfire potential this summer. If that turns out to be accurate and houses are burning and residents are being killed, some questions will be asked if those three recently converted next generation air tankers are still cooling their wheels on an airport ramp because a bureaucrat in the Department of Agriculture decided to look the other way.
Five companies received contracts on May 6, 2013 for seven “next-generation” air tankers. Of those seven, only two have met all of the specifications in the contracts and received the required certifications from the FAA and the Interagency AirTanker Board (IATB) for a supplemental type certificate, a static drop test on the ground, and an airborne test of dropping retardant into a grid of hundreds of cups. The two that have passed and have flown on fires are 10 Tanker Air Carrier’s 11,600-gallon DC-10, and Coulson Group’s 3,500-gallon C-130Q.
Here is what we learned this week while talking with aviation professionals at Cheyenne.
Minden Air Corp, who received a contract for one BAe-146, has passed the static test. They have not attempted a formal monitored grid test. The retardant system they are building has some impressive capabilities, including a high flow rate and a great amount of flexibility in the flow rate. It has the ability to select two different flow rates on one drop, for example, going from coverage level 5 to coverage level 8. (The numbers refer to the number of gallons of retardant that lands on 100 square feet of flat terrain.) That feature could be used when there is a change in vegetation or topography, moving, for example from grass to timber, or flat terrain to a steep slope. In each case it would be helpful to increase the coverage level.
Erickson Aero Tanker, received contracts for two MD-87s. One of the aircraft participated in a grid test in January, and the Interagency Air Tanker Board is still reviewing the results. Even though they added a fairing to modify how the air flow affected the performance of the aircraft and the retardant flow near the fuselage, the aircraft experienced some problems in qualifying at the higher coverage levels. The engineers may need to enlarge the retardant door openings to increase the flow rates.
Aero-Flite has two RJ-85s, an aircraft similar to the BAe-146. It has passed the grid test and the company is working on obtaining dual “citizenship”, supplemental type certificates for the retardant system from Transport Canada and the United States FAA . It is likely that the aircraft will be certified very soon by the IATB for an 18-month interim approval, which will be the new standard operating procedure for air tankers that receive an initial blessing from the IATB. The interim approval provides an opportunity for field trials, to determine if anything surfaces that was not apparent during the static, STC, and grid tests.
Evergreen’s 747 “Supertanker” was not part of the next-gen contract, but the company did have a couple of call when needed contracts (CWN), with the last one being issued June 14, 2013. After receiving the contract Evergreen scheduled a needed C check which would have started August 2, and depending on what was found during the process would have been ready to fly in mid- to late September — about the time the western wildfire season begins to wind down. The cost of the C check is over a million dollars. But a few weeks after receiving the contract, Bob Soelberg, the Vice President of Evergreen Supertanker Services, told Fire Aviation they reconsidered and decided to postpone the C check since there was “insufficient fire season remaining to justify the expense of an expedited C check as well as several system or component upgrades.”
A matter of weeks after Mr. Soelberg gave us that update the company filed for bankruptcy. The change in ownership made the CWN contract void. As of now, the 20,000-gallon 747 Supertanker is not covered by an air tanker contract.
Neptune has one BAe-146 working on the “legacy” air tanker contract, even though it now meets the criteria for a next-gen, including the required air speed and a 3,000-gallon retardant capacity. Before they modified the tanking system for the third time last fall, the tank held about 2,900 gallons and there was a problem in coverage level of the last 400 gallons exiting the tank, so the Forest Service restricted it to only carrying 2,500 gallons. The modifications increased the tank size to 3,000 gallons and made other changes in the system. At another grid test last fall it showed improved consistency for all 3,000 gallons, and in the flow rate at all coverage levels. As a result the Forest Service has now certified the tank system to carry 3,000 gallon of retardant. Their new design is innovative in that it uses GPS to measure the aircraft speed and then can automatically modulate the retardant flow rate to maintain the desired coverage level. They also have a sensor on the drop tubes which measures the actual flow rate. They system can then direct the valves or doors to change the size of the opening in order to maintain the coverage level as other factors change, such as the head pressure in the tank or if the aircraft encounters turbulence. Neptune expects to have a total of five BAe-146 air tankers available by later this summer.
The General Accountability Office has released their 23-page decision documenting why the agency sustained the protest filed by three companies over the sole source air tanker contract that the U.S. Forest Service awarded to Neptune Aviation December 12, 2013. The non-competitive contract, worth $141 million to $496 million, specified that Neptune would supply two or more next-generation air tankers, BAe-146s, for the next four to nine years beginning in 2014.