A fire that was reported at 6:23 p.m. Sunday August 4 in the Northeast corner of Nevada has been burning vigorously on Monday. Heat detected by a satellite at 1:36 p.m. (see map above) showed it to be moving north and had spread to within a mile of the Nevada/Idaho border. In later satellite photos it appeared to have approached the border and was generating pyrocumulus clouds. By the time you read this there is a good chance it will have burned into Idaho.
The BLM reported at about 6 p.m. Monday that it was a full suppression fire and had burned 3,500 acres.
At various times it was called “Goose Fire” and “Little Goose Fire”. Just plain “Goose Fire” seemed to be winning out by late Monday afternoon.
As anticipated, fire plumes are becoming evident on satellite this afternoon. This one is the Goose or Little Goose right on the border of Nevada/Idaho. #idfirepic.twitter.com/sjdJICsq3x
At about 4:40 p.m. MDT FlightRadar showed four single engine air tankers from Twin Falls and Tanker 911, a DC-10 from Pocatello, flying in the vicinity of the Goose Fire. A NOAA research Twin Otter also showed up, flying a grid pattern — NOAA46 (N46RF), that was most likely analyzing the atmosphere over the fire. NOAA has a fleet of nine aircraft that conduct airborne environmental data gathering missions. Later after the first NOAA Twin Otter departed, another NOAA Twin Otter was over the fire, NOAA48.
On May 3 after the IAWF Fire Behavior and Fuels Conference I stopped by the headquarters of 10 Tanker Air Carrier at the Albuquerque airport. Not long ago the company moved into roomier facilities at the airport and it looks like they are settled into the new digs.
The company has four DC-10-30 Very Large Air Tankers (VLATs) now fully operational. The last one to be added to the fleet, Tanker 914, began service in 2018, joining Tankers 910, 911, and 912. T-910, the first DC-10 to be converted into an air tanker was originally a DC-10-10. In 2015 it was replaced with a DC-10-30 and now all four of the company’s aircraft are the same model, DC-10-30. The’30 series has more powerful engines and a much higher maximum take-off weight (MTOW) — 572,000 pounds which is far more than the earlier model.
When we were there one of the aircraft, T-912, had just left to start its exclusive use contract, and T-914 was going to depart in a few days to be based, for a while anyway, at Mesa, Arizona.
Two of the DC-10s spent much of February fighting fire in Chile. The original order called for just one, but on the first day at work in the country a tire failed in spectacular fashion, sending rubber shrapnel into one of the flaps, creating three holes. It took several days to fix it, working with the FAA and bringing mechanics with sheet metal expertise from the United States. John Gould, President and CEO of 10 Tanker, said the company told CONAF, the National Forest Corporation that handles wildland firefighting in Chile, that they could send a replacement DC-10 while the repairs were made. The CONAF representative said, in effect, You have more DC-10s? Bring another and we will use it along with the first one during the fire season. So a second was dispatched and they were based at opposite ends of the long, narrow country.
The Goodyear tire failed on its eighth landing — which obviously is very unusual.
In the gallery below, mouse-over the photos below and a caption will appear. Click on a photo to begin a slide show of LARGE images, with the caption then at upper-left.
Mr. Gould said fully loaded the DC-10 VLATs weigh 405,000 pounds with a full load of retardant and 2.5 hours of fuel and 9,400 gallons of retardant, which gives the pilots a 167,000-pound margin when maneuvering for a retardant drop, compared to if it was loaded to MTOW.
The DC-10 operates with a crew of three, two pilots and a flight engineer who monitors the aircraft systems and inputs the specifications for the retardant drop.
The aircraft has five retardant tanks, three holding 2,700 to 4,000 gallons each, and two smaller fairing tanks at the front and rear. The fairing tanks are no longer used, which gives the VLAT a 9,400-gallon capacity.
En route to a fire it cruises at 340 knots, but when returning to reload it bumps the speed up to 380 knots. It drops retardant at 200 to 300 feet above the ground at 150 knots.
The first drop over a fire by a DC-10, Tanker 910, was on July 16, 2006 after being awarded a Call When Needed contract by the California Department of Forestry and Fire Protection, CAL FIRE.
Each DC-10 is followed by a support crew of seven maintenance technicians equipped with a four-door pickup and goose-neck trailer carrying spare parts and equipment.
Above: Tanker 105 at McClellan Air Field, August 5, 2017. It is a good view of the external tank, or pod, that was fabricated and installed below the retardant tank doors, which lowered the release point by 46 inches. The intent was to keep the flow of the retardant away from the engines. Photo by John Vogel.
(Originally published at 6:04 p.m. MDT August 5, 2017)
John Vogel shot these excellent photos on August 5 of air tankers at McClellan Air Field near Sacramento.
The operator of the three DC-10 Very Large Air Carriers, 10 Tanker Air Carrier, announced today that they set a company record yesterday, July 18, when Tanker 911 flew 10 missions in less than six hours of flight time to deliver 108,000 gallons of retardant to the Detwiler fire. That’s 10,800 gallons per sortie.
It is our understanding that they were reloading at Castle Air Force Base 25 miles west of the fire. Another one of the company’s DC-10’s, T-912, was also working the fire.
All three of the DC-10 air tankers were in the same place at the same time Saturday, October 1, which is a rare occurrence. Tankers 910, 911, and 912 were all parked at McClellan Air Field. This happened at least one other time that we are aware of, August 30, 2014 at Castle Airport near Merced, California.
The trio will be split up again in the near future when Tanker 910 begins preparing for its contract in Australia where it will begin in less than four weeks. Tankers 911 and 912 will continue their work for CAL FIRE and the U.S. Forest Service for the remainder of the season.