This has been around for a couple of years, but it’s worth seeing again. Google translates the caption as, “Fire in Corsica, EDF forgot to cut the line”.
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.
Above: Bombardier Q400MR — Bombardier Photo.
(Originally published at 3:52 p.m. MDT July 29, 2017.)
France’s Securite Civile (Department of Civil Defence and Emergency Preparedness) is replacing their ageing turbine-powered S-2 air tankers with Bombardier Q400-MR’s. The bids for the contract were advertised in 2016 and this week Gérard Collomb, Minister of the Interior, announced that they will place an order for six of the Multi-role aircraft that can carry up to 2,600 US gallons of water or retardant.
For several years Securite Civile has been pondering what to do about replacing their S-2’s that are approaching their structural life limit of 25,000 hours, according to the agency. Their plans announced last year were to retire the nine S-2’s between 2018 and 2022 which would require a two-year extension of the type certificate. The goal was to acquire aircraft that could carry more water or retardant, would reduce operating costs, and would be multi-role. The Q400 MR (the MR stands for “Multi-Role) can haul cargo or passengers in addition to operating in the firefighting realm.
France considered the CL-415 water-scooping amphibious tanker formerly made by Bombardier, but it is no longer in production with the program being sold to Viking Air Limited in 2016. Viking is considering manufacturing them again, but for now they are providing service and support for the CL-215’s and CL-415’s operating around the world.
Securite Civile has operated two Q-400 air tankers since 2005, so retiring the S-2’s and acquiring more Q-400’s will reduce the complexity of the maintenance and operation of their fleet.
In addition to the 9 S-2’s and 2 Q-400’s, France also has 11 or 12 CL-415’s and 40 helicopters.
Thanks and a tip of the hat go out to Isaac.
Typos or errors, report them HERE.
Above: This S-2 was scavenged from the aircraft boneyard in Arizona and will eventually replace the CAL FIRE air tanker that crashed in 2014. Photo by Bill Gabbert at McClellan Air Field, March 23, 2016.
The video covers work being done on an S-2 that will replace Tanker 81 that crashed in 2014 killing pilot Craig Hunt.
In a preliminary report that was released Tuesday night, the National Transportation Safety Board said the S-2T air tanker that crashed near Yosemite National Park in California on October 7 may have struck a tree which broke off a part of the aircraft’s wing.
Two other firefighting aircraft were in the area at the time. A lead plane preceded the air tanker into the drop area but that pilot did not see the crash. However the crew of an air attack ship overhead did, and they told the NTSB that the S-2T may have struck a tree, causing part of a wing to break off.
Both aircrews reported that there was smoke in the area, but visibility was good.
The air tanker was stationed at the air tanker base at Hollister, California, and had been dispatched to the Dog Rock fire. The airplane arrived on scene, made one drop on the fire, then proceeded to the Columbia Airport to be reloaded with fire retardant before it returned and made its final flight. Pilot Geoffrey “Craig” Hunt died in the accident.
A resident in the area of the crash site told us that locals took quite a few photos and a video that will help the NTSB’s investigation. They are unwilling to release the imagery to the public until after the investigation is complete.
It will be many more months before the NTSB releases their final report.
CAL FIRE Director Ken Pimlott issued the following statement regarding the NTSB’s preliminary information on the crash.
“Aerial firefighting is not simply flying from one airport to another. The wildland firefighting environment is a challenging one, both on the ground and in the air,” said Chief Ken Pimlott, director of CAL FIRE. “We look forward to the final NTSB report to see if we can use the findings to help mitigate the inherent dangers of the job. We owe that to Craig, who traded his life in an effort to protect the lives of others.”
The Federal Aviation Administration’s web site lists the preliminary cause of the crash of Tanker 81, an S-2T, as a “wing striking a tree”. That is consistent with information we have from witnesses of the accident.
The Fresno Bee reported that Keith Halloway, a spokesman for NTSB which is the lead investigating agency, said Wednesday evening that the board may have a preliminary report next week, but determining a probable cause for the crash could take 12 to 18 months.
The pilot of the S-2T that died in the air tanker crash on October 7 was Geoffrey “Craig” Hunt, age 62, of San Jose. He was a 13-year veteran pilot with DynCorp International which has the contract to maintain and operate the 23 S-2T air tankers for CAL FIRE. Mr. Hunt was attempting to drop retardant on the Dog Rock Fire near Yosemite National Park in California when the accident occurred.
The pilot of the S-2T that died in the air tanker crash on October 7 has been identified as Geoffrey “Craig” Hunt, age 62, of San Jose. He was a 13 year veteran pilot with DynCorp International. DynCorp has the contract to maintain and operate the 23 S-2T air tankers for CAL FIRE. Mr. Hunt was attempting to drop retardant on the Dog Rock Fire near Yosemite National Park in California when the accident occurred.
“We continue to mourn the tragic loss of Craig,” said Chief Ken Pimlott, CAL FIRE director. “We know wildland firefighting is an inherently dangerous job, but Craig made the ultimate sacrifice.”
“Our thoughts and prayers are with Craig’s family during this difficult time,” said Jeff Cavarra, program director for DynCorp.
Mr. Hunt’s body was watched over Tuesday night by fire and rescue personnel and was recovered Wednesday morning. A National Park Service honor guard then transferred Mr. Hunt to CAL FIRE personnel.
Immediately after the crash, CAL FIRE grounded their remaining air tankers, which is standard procedure after a serious accident.
A graphic photo of the flaming wreckage falling down the steep slope has been posted at a rock climbing forum.
The S-2T air tanker, registration number N449DF, was designated Tanker 81, one of 23 S-2Ts that are maintained and flown by DynCorp for CAL FIRE. The agency also has one spare that is used to fill in as needed when an aircraft is undergoing maintenance. CAL FIRE hires their own pilots for their 11 UH-1H Super Huey helicopters, but they are also maintained by DynCorp.
The last time a CAL FIRE air tanker crashed was in 2001, when two tankers collided while fighting a fire in Mendocino County, killing both pilots, Daniel Berlant, spokesperson for CAL FIRE said.
The agency had another plane crash in 2006, when a battalion chief and a pilot were killed in the crash of an air attack plane in Tulare County.
The S-2 first flew in 1952 and the U.S. Navy discontinued the use of them in 1976. They were used for detecting enemy ships and submarines and for dropping torpedoes. The ones currently being used by CAL FIRE were converted from piston to turbine engines between 1999 and 2005. Some media outlets are incorrectly reporting that the Tanker that crashed on Tuesday was built in 2001. That may be the date that it was converted to turbine engines and was given the new model name S-2F3 Turbo Tracker. They are now commonly referred to as S-2T, with the “T” standing for turbine engine.
More information about the crash and the Dog Rock Fire is at Wildfire Today.
Our sincere condolences go out to the family, friends, and coworkers of Mr. Hunt.
CAL FIRE has announced that an S-2T air tanker has crashed while fighting the Dog Rock Fire in Yosemite National Park in California. There is no word yet about the condition of the pilot. Emergency personnel are hiking to the crash site.
More information is at Wildfire Today.