AerialFire Magazine January/February 2020 Issue

ALL OF AERIAL FIREFIGHTING

JANUARY / FEBRUARY 2020

CoFire Aviation Setting the Stage For Excellence

West Virginia National Guard Aerial Firefighting Training Out of Sight - The Future is Here

In This Issue of AERIALFIRE...

Volume 18 Number 1 | January / February 2020 10 CoFire Aviation - Setting the Stage for Excellence 22 Pratt & Whitney Expands its Global Service Network in Central

America with New Designated Maintenance Facility 24 Miami-Dade Fire Rescue Places Order for Four Leonardo AW139’s

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26 U.S. Aerial Firefighting Activity Down Say American

Aerial Firefighting Body

EDITOR: Ryan Mason - ryan@aerialfiremag.com

28 FEMA Grant Helps NFPA Bolster Public Drone Safety

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30 West Virginia National Guard - Training for Success 35 SEI Demonstrates Sling Dragon and Bambi Max in Brazil 36 Coulson Deploys CH-47D and S-61T’s in South America to

Fight Bolivian Fires 38 Jason Glynn Receives HAI’s Salute to Excellence

Pilot of the Year Award 39 Simplex Announces First FAA Certified Fire Attack System

for Sikorsky Black Hawk 42 Heli Austria Selects Helitak Australia for Firefighting Tank on

Super Puma ‘Firecat” 44 Kaman to Deliver K-Max to Helicopter Express in 2019 46 Titan Unveils New Airport and Facilities at Viver

In Every Issue of AERIALFIRE...

Monthly Columns and Sections 04 The Drop | Ryan Mason 06 Aerial Fire Pics 20 Rx Aviation | Stan Musick

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PRODUCTION: Deborah Freeman - deb@aerialfiremag.com CIRCULATION: Mary Jane Virden - maryjane@aerialfiremag.com

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Cover Image: CoFire Aviation AT-802’s in formation outside of Denver, Colorado.

Photo by Ryan Mason

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THE DROP

Ryan Mason ryan@aerialfire.com

Out of Sight The Future is Here Adaptation of drone or UAS systems into the national aerospace system has been one that has suffered many setbacks and false starts on what many touted as the “next big thing” in aviation.

Drone technology, was slow to be regulated initially.

The FAA took its time developing airspace rules for everyone from fire departments, police, commercial photographers, and even Joe Public, who buys a drone at Walmart.

Google, Amazon, and many others jumping headfirst into the development of drone tech that each company was sure would lead to a new segment of their business — cutting down on labor costs by making certain portions of their delivery process automated, the biggest of those costs being delivery drivers and vehicle expenses.

Many saw Amazon as the front runner in the quickly crowded market of startups that hoped to be the first certified by the Federal Aviation Administration (FAA.) Flying packages in an unmanned delivery market that would fly your package ordered merely hours before directly to your doorstep autonomously.

Much to the dismay of Amazon, it was delivery giant UPS that secured the coveted first certification.

As the first 135 operator to deliver packages via autonomous drone under their subsidiary UPS Flight Forward, UPS will be the first in the industry to fly drones beyond visual line of sight, thus setting the benchmark.

Unknown to many, UPS has spent several years testing drone technology systems. Tech startup Workhorse (who is also developing the Surefly eVTOL) has been testing drone technology that launches from the roof of specially modified electric UPS delivery trucks also manufactured by Workhorse in a small rural area trial since 2017.

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For this section of their BVLOS drone operations, UPS settled on the Matternet M2. Resembling a much sturdier version of a DJI Phantom platform, the M2 will initially commence operations tasked with delivering hospital supplies.

As many more startups and large scale companies continue to develop autonomous BVLOS systems, UPS is at the helm of a movement that is likely to spawn many hundreds of variations, including those that affect the aerial firefighting world.

Drone technology, while slow to be regulated initially as the FAA took its time developing airspace rules for everyone from fire departments, police, commercial photographers, and even Joe Public, who buys a drone at Walmart.

The rulemaking process not without its missteps, such as the initial mass registration requirement of every drone by the FAA. A rule scrapped after much debate and frustration from non-commercial users as the FAA wades into uncharted territory, wisely seeking constant industry feedback.

As the drone/UAS industry continues the rapid growth that has seen it balloon into a multi-billion dollar business over a very short space of time, it also brings unique challenges to certification and regulation. Even small consumer-level drones now can lift a camera, sensor equipment, and any number of other items into the air by Joe Public, which brings with it multiple levels of added complexity.

The drone/UAS industry, just like the FAA’s drone rules and regulations still have a long way to go,

however, BVLOS flights in para-public operations make sense and with some oversight, could immediately show benefit.

In the aerial firefighting industry, using a drone for fire surveillance, aerial ignition, or one fitted with EO/IR sensors to search for hot spots, the risk versus reward matrix is drastically slanted toward the advantages of BVLOS operations in aerial firefighting.

The benefits of line-of-sight operations in any para-public operation are vast. Specifically for search and rescue purposes using EO/IR sensor-equipped drones.

Just last week, a police department enlisted the help of an operator with a FLIR Duo equipped drone to help search for a lost 6-year-old boy as temperatures dropped below freezing. Once dispatched to the correct location, the operator was able to locate a heat signature of the boy and his dog in minutes.

The same can be said for deploying that equipment during fire operations, allowing work to be done by infrared cameras with a ground-based operator that is potentially many miles from the scene to find trapped victims that need assistance or to track a fire’s spread.

industry over a very short space of time and brings the ability to lift a camera, sensor equipment and any number of other items into the air by Joe Public.

The drone/UAS industry, just like the FAA’s drone rules and regulations still have a long way to go, however, BVLOS flights in para-public operations make sense and with some oversight, could immediately show benefit.

In the aerial firefighting industry, using a drone for fire surveillance, aerial ignition, or one fitted with EO/IR sensors to search for hot spots, the risk versus reward matrix is drastically slanted toward the advantages of BVLOS operations in aerial firefighting.

The benefits of line-of-sight operations in any para-public operations are vast, specifically for search and rescue purposes using EO/IR sensor-equipped drones. Just last week, a police department enlisted the help of an operator with a FLIR Duo equipped drone to help search for a lost 6-year-old boy as temperatures dropped below freezing. Once dispatched to the correct location, the operator was able to locate the heat signature of the boy and his dog in minutes.

The list of potential benefits to BVLOS operations in the fire and public safety arena is substantial. Still, it remains to be seen if UPS has opened a giant can of worms or an industry segment that will now benefit many.

The same can be said for deploying that equipment during fire operations, allowing work to be done by infrared cameras with a ground-based operator that is potentially many miles from the scene to find trapped victims that need assistance or to track a fire’s spread.

Drone technology, while slow to be adopted initially as the FAA took its time to develop airspace rules for everyone from fire departments and police, to commercial photographers and Joe Public who buys a drone at Walmart.

The list of potential benefits to BVLOS operations in the fire and public safety arena is substantial, but it remains to be seen if UPS has opened a giant can of worms or an industry segment that will now benefit many.

That airspace regulation has not been without its missteps as the FAA wades into uncharted territory and seeks constant industry feedback, as this is very much unfamiliar territory for the regulatory body that has exploded into a multi-billion dollar

Fly safe, Until the next issue,

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A CHP. AS-350 dropping on a fire in California in 2019 Photo by Mike Murawski

AERIALFIRE PICS

A Neptune Aviation BAE-146 conducts a Phos-Check drop in California. Photo by Jeremy Ulloa.

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A Helicopter Transport Services S-64 Skycrane departs from a refil as the Global Supertanker returns to base. Photo by Cole Euken.

CalFire crews practice winching fire crews during training in November 2019 at the Vina Helitack base . Photo by Maureen Bonessa.

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AERIALFIRE PICS

Duke 6, Orange County, California’s UH-1H firefighting helicopter prepares for takeoff during training in 2018. Photo by Damon Duran

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COFIRE AVIATION

Setting the Stage for Excellence

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“My greatest satisfaction is the strides we have made in building pilot excellence in the industry. The hiring of excellent pilots is one of the main reasons that our business continues to succeed in the long term�

- Chris Doyle

A

business partnership starting with nothing but a blind investment and no contract to support it is the best way to describe Co-Fire Aviation

and what would go on to become one of few privately owned businesses in the SEAT aerial firefighting world that would look to technology to build their business in a way that would change the way aerial firefighting in SEAT aircraft could be performed.

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Above Left: The CoFire pilot team is made up of highly experienced pilots, most who have military backgrounds or substantial international

Chris Doyle, a native of New Zealand who spent a large part of his life in Australia was looking for a challenge after flying 10 plus years of crop spraying and firefighting in both fixed wing and helicopters in Australia and Papua New Guinea.

flight experience.

Above Right: CoFire 802s sit on the tarmac at an airport base managed by the Colorado Department of Fire Prevention and

Through connection and mutual friend Pete Jones, Chris took a role that would see him spend a season doing crop spraying for an operator in Colorado in 2009. Unbeknown to him at the time, this was a step that would put him on a drastically different career track for the immediate future.

Control.

Bottom Middle: CoFire maintains its own aircraft that share time between maintaining Ag Aircraft and fire bombing aircraft.

Bottom Right: CoFire also teaches upset

Chris initially signed on to work with another operator, but due to a change in circumstances, when he arrived, he had no aircraft to fly.

The operator, not wanting Chris to have traveled across the world for nothing, called Kyle Scott and asked him if his spray business, Scott Aviation, had a seat for him.

recovery training in a GB1 Gamebird two-seat aircraft that is part of their fleet.

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At the time, Scott had just purchased a new Thrush aircraft from Holland that had just arrived in a shipping container that he

had initially planned to take the whole season to rebuild to flying conditions. As Chris began his training to convert his Australian licenses over to FAA certifications, Kyle and his team worked frantically to get the Thrush ready so Chris would have an aircraft to fly.

According to Kyle, Chris from day one on the ground started talking about aerial firefighting and that the two should team up and start working firefighting aircraft. Kyle was initially was resistant to the idea as he didn’t see it as a viable option at the time.

Over the next seven years, Chris would spend the U.S. winter months back in Australia working firefighting and crop spraying aircraft and return in the summer months to keep spraying for Scott aviation,In 2012 Chris took a position in the middle east flying the militerized verstion of the Air Tractor as a maintainance test pilot for 3 years but still flying for Scott Aviation in his vacation time. It was here that Chris discovered the pilot pool he and Kyle needed to form CO Fire Aviation. never relenting on continuing to bring up how he saw SEAT aircraft working well in firefighting operations in the USA and that the two needed to work on starting a business that would focus on that.

In 2014, with no contracts yet secured, Chris’s years of talking about the aerial firefighting industry finally wore away on Kyle and the two teamed up to purchase their first AT802.

After much consideration, purchasing it new from Frost Flying Service.

“We first investigated used aircraft but decided on a new one so we knew what we would be getting versus inheriting an aircraft that they may not be able to rely on” Kyle stated.

Purchasing the AT802 was a significant investment to make for the pair, considering at the time, their fledgling new company

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Co Fire Aviation was yet to land a single contract, and would not succeed in that for over a year.

Above: Five of CoFire’s fleet of eight AT-802 “Super SEAT’s sit awaiting a mission Bottom Right and Inset: Co-owner of CoFire

In the same space of time, the pair had also invested in a second AT-802 in a leap of extreme faith, hoping to soon break into the aerial firefighting market with the two SEAT aircraft. Both laugh when asked about having two aircraft and no contracts to support them, stating that friends in the industry thought they had both lost their minds at the time.

Aviation Chris Doyle prepares to depart in an AT-802.

Bottom: A formation of AT-802’s from CoFire Aviation fly towards downtown Denver, Colorado

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One of the common problems with establishing a company solely relying on aerial firefighting work

is to source pilots with enough skill and experience to be able to handle the diverse and challenging flying that aerial firefighting requires. In addition, pilots need to possess the multi-tasking ability to not only fly safely and drop water or retardant in the right place, but also be able to simultaneously operate between the three different radio systems used in an aerial firefighting aircraft.

As with any leap of faith in business, it comes with challenges. Co Fire’s challenges were no exception to the rule. While Kyle focused on his aerial application business that is still operational

today, Chris decided that to keep the two aircraft the company already had, that were yet to work any fires, he would have to look externally for extra work to keep the aircraft paid for.

After returning to the USA and telling Kyle that he had sourced the pilots they would need once they secured work, Chris then headed to Oregon to work a fire contract in another operator’s 802. It was while in Oregon, things would take a drastic turn for the better for the pairs fledgling new business.

As Kyle tells it, he received the call late one afternoon in 2015 from the Oregon Department of Forestry asking if there was any way that they could have one of their aircraft in Oregon by the next day to help on a fire contract in an as-needed capacity. Within the next few hours, Chris was on a red-eye flight back to Colorado and was quickly bundled into the 802 and headed back to Oregon to use Co Fire aircraft on their first firefighting mission.

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Soon after returning from working the aircraft in Oregon, CoFire got its second chance to show their capabilities on home turf. First with a single aircraft, then a week later with both Chris and Kyle working side by side for several weeks to knock down a fire for the Colorado Department of Fire Prevention and Control.

Since that first whirlwind few months of initial operation, the CoFire team has continued to grow in both contract awards AF 16 | aerialfiremag.com

and aircraft. Co Fire now has a total of nine802’s in their fleet, consisting of five company-owned aircraft and four leased aircraft Kyle noted that to see any of their contract aircraft, they are identical to the company-owned aircraft, right down to the mission package and paint scheme, all carrying the Co Fire branding of the “Super S.E.A.T” which includes a number of increased performance and safety features not found

Left: Five of CoFire’s Eight AT-802s fly in formation south of their home airport in Fort Collins, CO Above: Operations during fires work smootly in large part thanks to CoFire’s relationship with the Colorado Department of Fire Prevention’s onsite team that assist in fire operations support Below: CoFire’s fleet fly hundreds of hours around the country each year in fire support operations.

Prevention and Control currently, but when asked about the future, Kyle smiles and says “anything is possible.”

on regular SEAT’s such as increased horsepower and load capabilities , synthetic vision and terrain awareness instrument panels and wire strike cutters on the airframe just to name a few.

Training

Co Fire’s contracts are a mix of sole use and call when needed contracts split between federal contracts with the Bureau of Land Management (BLM,) and state contracts with the Oregon Department of Forestry and Colorado Department of Fire

Although many of Co Fire’s pilots come from a military background, combat flying can only prepare a pilot for part of what flying fires requires, along with annual training for existing pilots, Co Fire spends time acclimatizing pilots into the aerial firefighting world using the Air Tractor 504 side by side aerialfiremag.com | AF 17

trainer that allows the instructor pilot the ability to train and observe a new pilot from beside them instead of a front/rear configuration. It is also used as a sprayer for Scott Aviation in the Summer giving new pilots experiance as they work up to ultimitly flying a SEAT, it also has the role as the primary NVG training platform.

SEAT training in aerial firefighting had lacked according to Chris and Kyle. It was up to them to push the envelope to not only grow their business but to improve the industry as a whole.”In the future, I see us increasing the training on the SEAT side and sharing what we have learned with others in the industry as something that will bring the whole industry up in the long term.” Chris stated.

Continuing to push the industry to do better is something that both Chris and Kyle are passionate about, which is also what lead to them being the first SEAT operator in the country to be given permission to fight fires at night after the team decided that they were going to perfect their own initial training on fighting fires under NVG’s, and then present it to the Oregon Department of Forestry and the FAA to demonstrate their capabilities.

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“My greatest satisfaction is the strides we have made in building pilot excellence in the industry. The hiring of excellent pilots is one of the main reasons that our business continues to succeed in the long term,” said Chris.

The pair did just that in 2018, conducting a successful demonstration of their abilities, and although they are yet to fight a fire at night in operational conditions, all involved in the testing were complementary not just of the operation and the pilots, but the safety and forethought that went into planning and executing the task in the interests of furthering the industry and thinking outside the box on how to fight fires more effectively, which in their case, will open up the possibilities of fighting fires around the clock in the hopes of extinguishing blazes faster.

While both Kyle and Chris continue to work tirelessly at continuing to grow their business through continual innovation, one thing is clear. Their efforts continue to push the industry to innovate and improve safety in aerial firefighting.

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aerialfiremag.com | AF 19

CONFERENCE • EXHIBITION • AWARDS • WORKSHOPS

RX AVIATION

Stan Musick stan@agairupdate.com

A Little Work Won’t Kill You— How I Came to Fighting Fires A shiny new bicycle was just the thing. At seven years of age I knew what I wanted... I needed to persuade my parents that they should part with their money and I would have said bicycle. The rusty old tricycle not only didn’t have sufficient style, but surely I could ride the two-wheeler with the rest of the kids.

Observation had taught me that even though “a little work won’t kill you”, it was far better to be well-paid and doing something interesting.

“No problem, all you have to do is earn the money.” Where in the world would a six (soon becoming seven) year old earn money?

A chart was produced with boxes noting value of various chores...a nickel for dishes, a dime for yard raking....and believe it or not, in a short amount of time the needed $27 was earned and Montgomery Ward had another customer. That bicycle served me well...for several years and was handed down to siblings and then donated parts for other bicycles. It might have been one of the most profound lessons I ever learned.

The lesson never left. By age 12, I was driving a combine (not for family, but was hired out), a grain truck, a tractor...and these jobs not only gave valuable experience, but also provided the income to purchase things I needed. (The only lesson I wish I had learned at that age was to invest.... something that my parents, who had never invested, simply didn’t know to teach).

By age 17, I had earned enough money to learn to fly, to buy my own car and my first airplane. I was working as a school bus driver (I got paid to drive the school bus to ball games, would play in the band, then drive home), worked in the cotton gins in season, worked at an appliance store and was able to graduate from high school.

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Observation had taught me that even though “a little work won’t kill you”, it was far better to be well-paid and doing something interesting... beat the heck out of boring work that was illpaid. Science had always interested me, from the time I built Heath-kit radios, to the observation of vivisection on game animals...so the interest in medicine was natural.

Coming from an economically difficult youth, my dad had worked hard to improve our family’s life.

However, he was convinced that certain things were only available to those of high station in life.

“Son, we have neither money nor connections.... medical school won’t be something you can do!”.

Convinced that I should follow in his footsteps, I went to college, got a degree in Biblical Languages and prepared to be a country preacher. Sadly, or thankfully...still don’t know which...I realized I had neither the gift, nor the calling. (If I had a “call to preach”, it was a wrong number...).

Finishing college, I obtained a job as an orderly in a hospital....and was fascinated by the OR. I hadn’t worked there long until they taught me to scrub and become a “scrub tech”, (person who prepares instruments, and “passes” them to the surgeon).

I had also obtained my commercial pilot’s license and instructor’s license and was working part time flying charter and teaching flying lessons.

An unforgettable cross-country “dual” instructional flight, my student a surgeon learning to navigate by “instruments only”, was a watershed moment.

I came home to my then-wife and announced that, “if that guy could be a doctor, so could!” This pronouncement was met with a scornful, “You’ll

never get into med school!” Back to college part-time and organic chemistry. Applications to med school were met with four acceptances and I finished med school uneventfully. I did my first residency in OB/Gyn and practiced for 17 years.

As the medical climate changed and male OBGs were less desirable, I took to heart Jack Welch’s (former chair of GE) statement of “See things as they are and not as you wish them to be”. I chose to retrain into anesthesia. To me, the choice was either a sex-change, or a career-change and the answer was obvious.

I finished anesthesia residency and practiced anesthesia full time until about five years ago. I had always maintained my flying licenses and added to them along the way. An opportunity arose to “fly fires” and I took it.

I don’t view myself as “retired”, but rather “selectively employed”. During the winter, I do some “locum tenens” anesthesia and during the summer I am an aerial firefighter in an AT-802.

Things I did right: • • •

saved, and invested in my retirement accounts. lived beneath my means. There were moments....but thankfully I would get control before it got out of hand. aviation....it has been something that has been a passion. I’ve made money flying and made money occasionally buying and selling. I’ve gotten to fly rare airplanes (World War II fighters), meet people I would have otherwise never met...and in fire fighting have seen some of the most beautiful country you can imagine.

•

•

didn’t understand the need to invest at an early age.

Had I put money into index funds early on, I would be far better off now! horses. My second wife loved horses. My motto is “never own something that eats while you sleep!” The only money to be made on horses is by those who sell to the idiots who fall in love with them. Stay away from horses.

Lessons for the young person: • • • •

live beneath your means save from each and every bit of income invest find something to do that you can tolerate. I don’t believe the “do what you love” will always work, but do what you can tolerate does work.

At this point, I owe no money and I’m content. Like Dad said, “A little work won’t kill you.”

Stan Musick is a Senior AME and pediatric anesthesiologist with CFII, ATP ratings and A&P/AI licenses. He flies the P-51 Mustang and Corsair for the Commemorative Air Force and owns a T-6, flying all in air shows.

“Having survived the medical world for a few decades, I’m pursuing flight, aerial firefighting, wrench turning and enjoying my family. I have a passion for warbirds, specifically the P51, T-6 and the Corsair. I fly wildfires in an AT-802 for Evergreen Flying Service.

Stan blogs at cafmustang.com. He is available for Special Issuance and consultation issues. Visit www.musickame.com for online booking and more information.

Things I did wrong: •

married without understanding the long term consequences. Getting married at 19 will do that for you. aerialfiremag.com | AF 21

PRESS RELEASE

Pratt & Whitney Expands its Global Service Network in Central America with New Designated Maintenance Facility for PT6 Customers

The new DMF is the latest addition in a growing network of more than 40 designated maintenance facilities.

LONGUEUIL, QUEBEC – Pratt & Whitney, a division of United Technologies Corp. (NYSE: UTX), has appointed Mapiex Aviation S.A. in Panama City as a designated maintenance facility (DMF) to maintain a number of PT6A, PT6C and PT6T engine models flown in Central America.

Mapiex will provide both line maintenance and mobile repair team (MRT) services.

“We have seen growing demand for PT6 turboprop and turboshaft engines in Central America,” said Satheeshkumar Kumarasingam, vice president, customer service, Pratt & Whitney Canada. “We have worked with Mapiex for several years and know firsthand that they share our commitment to exceptional quality and customer service.”

Mapiex will provide maintenance services for PT6A-21, PT6A-27, PT6A-28, PT6A-34AG, PT6A52, PT6A-60A, PT6A-114A, PT6A-135A, PT6A140A, PT6C-67C, PT6T-3B, PT6T-3D and PT6T3DF engines. Operators in Belize, Guatemala, Honduras, El Salvador, Nicaragua, Costa Rica and Panama will be served by Mapiex.

“Our customers have many needs beyond engine overhaul,” said Kumarasingam. “Mapiex is the

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latest in our growing network of designated maintenance facilities. Through this network, we are able to serve our customers locally for their more frequent line maintenance needs, as well as mobile repair when necessary.”

This new DMF is the latest addition to our growing global network of more than 40 owned and designated maintenance facilities. Earlier this year, Pratt & Whitney appointed COHC Aviation Science & Technic Co., formerly Citic Offshore Helicopter Co. in Shenzhen, China as a designated maintenance facility to maintain PT6C-67C engines for Leonardo AW139 helicopter customers in China. The company also recently established facilities in North America and South America.

These include two facilities for agricultural operators: Portage Aircraft Maintenance in Canada and ABA Manutenção de Aeronaves in Brazil. They also include two facilities in Brazil for general aviation and helicopter customers: Rico Taxi Aereo and Helipark, respectively. With the addition of Mapiex, the Pratt & Whitney global service network now offers line maintenance and mobile repair throughout the Americas.

806-828-5 892

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PRESS RELEASE

Miami-Dade Fire Rescue Places Order for Four Leonardo AW139’s

Celebrating its 1000th delivery in September, the AW139 is the most successful global helicopter program in the last 15 years.

Leonardo announced that Miami-Dade Fire Rescue (MDFR) signed a contract for four AW139 intermediate twin engine helicopters. The aircraft will be used to perform a range of missions— primarily fire suppression, emergency medical services (EMS) and search and rescue (SAR)—and will have special equipment including a cargo hook, rescue hoist and Bambi bucket. The first helicopter is expected to be delivered from Leonardo’s Philadelphia facility in Q3 2020. A comprehensive 5-year support, maintenance and training package will be provided with the possibility of a further extension to a total of 15 years.

“The safety of our Miami-Dade Fire Rescue operations team and the well-being of the residents we serve is our greatest priority. For those reasons, the crashworthiness standards of the top- ranked Leonardo helicopters were a key factor in our County’s decision to award this contract,” said Miami-Dade County Mayor Carlos A. Gimenez.

“In addition, the purchase price, training services and support we will receive during the transition to these world-class aircraft were also strong considerations.”

The fleet of AW139 helicopters will likely replace Miami-Dade Fire Rescue’s current fleet of Bell 412

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helicopters currently performing their missions.

Located along the southeast tip of the Florida peninsula, Miami-Dade is the most populous county in the state. It encompasses more than 2,000 square miles with one-third of the county located in Everglades National Park. Because of the scope of its operations, Miami-Dade Air Rescue is frequently requested to provide mutual aid support to neighboring counties including Monroe, Collier, Broward and Lee. Celebrating its 1000th delivery in September, the AW139 is the most successful global helicopter program in the last 15 years. With more than 280 operators in over 70 countries to date, the AW139 saves lives every day and guarantees safety in every corner of the world. In the United States, the AW139 counts as customers the Los Angeles Fire Department (LAFD), New Jersey and Maryland States Police Departments, among many others, while the US Air Force (USAF) will introduce the AW139-based Boeing MH-139 to replace the UH-1N fleet.

The AW139 is widely used across many countries worldwide for firefighting, rescue and law enforcement duties including Italy, UK, Japan, South Korea and Australia, to name a few.

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U.S. Aerial Firefighting Activity Down Say American Aerial Firefighting Body The US aerial firefighting industry has experienced one of its slowest fire seasons to date with significant reductions in flight-hours compared to recent years. Nonetheless, a number of operators have seen a ramp-up in activity due to spike in fire events since September, with major fires in Southern California and Colorado.

For example, three of Missoula, Montana-based Neptune Aviation Services’ BAe 146 tankers have been dispatched to the Saddle Ridge fire in Los Angeles County with two operating under call when needed contracts (CWN) from the California Department of Forestry and Fire Protection (CAL FIRE), and one under a US Forest Service exclusive use (EU) contract. Two additional BAe 146s have also been working on smaller fires in Central California, according to Dan Snyder, Neptune Aviation Services’ Chief Operating Officer.

Powered by four Honeywell ALF 502 jet engines, the aircraft, built originally as short-haul regional airliners, were fitted with 3,000 gallon capacity tanks for fire retardant dropping. Supported in the field by two mechanics and two pilots, per aircraft, the three tankers were deployed to the Saddle Ridge fire from the California cities of Lancaster, San Bernardino and Santa Maria.

One of those tankers was one of two originally dispatched to the Decker fire in Colorado in early September. Currently, Neptune Aviation’s pilots are on duty as much as 14 hours per day.

“Although we have operated on multiple fires in California and throughout the Great Basin states, fire activity has been well below the 10-year average in terms of acres burned,” said Snyder. “This year, we have seen nothing of the size and complexity of the fires of previous years.”

Aerial firefighting helicopter operators have also been impacted by this year’s reduced fire activity. “This year, to date, I have had just two assignments—both under CWN contracts--one in Shasta and Siskiyou counties in Northern California for CAL FIRE, and the other in Washington for the USFS,” said Rick Livingston, President of Intermountain Helicopter in Sonora, California.

“Respectively, the duration was a month, and a week.”

“Intermountain Helicopter operates a single Bell 212. In both AF 26 | aerialfiremag.com

California and Washington,” said Livingston; the company airlifted “module” teams of 4 to 5 people, and their equipment to fires for initial attack. “Module transportation is where we fit very well,” said Livingston.

At this time, the company is in a standby mode for CAL FIRE. “We’re now at the time of the year when you have the strong northwest winds, and a fire, driven by those winds could break out any time—tomorrow morning or as late as Thanksgiving,” Livingston noted. “It’s a matter of weather.”

Brian Jorgenson, Vice-President of Timberline Helicopters in Sandpoint, Idaho, reported that earlier this month, he deployed two Kaman K-MAX helicopters on small fires in California under USFS EU contracts. Specifically, the helicopters, each supported by a pilot, mechanic, and fuel truck driver, are engaged in water drops. The crews, he said, are on a 12-day rotation, so there are two crews per helicopter.

“Depending on the needs of the fire, we could fly as much as eight hours in a 14 hour duty day—or do no flying at all,” Jorgenson explained. “In my opinion, for this year, the fire season is basically over.”

Josh Beckham, General Manager of Helimax Aviation in McClellan Park, California, reported that one of company’s CH 47-D Chinook helicopters has been dropping water under a CAL FIRE CWN contract on the Briceburg fire since October 7, out of Mariposa, California; while a second has been engaged in water dropping on the Decker fire, out of Salida, Colorado, since Labor Day, under a USFS EU contract. Each helicopter is supported by two pilots, five mechanics, and a fuel truck driver, and is flying four to six hours per day. A third CH 47-D, said Beckham, is on standby.

“Mostly, we’ve been engaged on multiple small fires, mainly in Idaho and Utah. However, there is the potential for more fires in Southern California for the rest of the year,” Beckham remarked.

Fresno, California-headquartered Rogers Helicopters is also among those flying on the Briceburg fire. “We have had a single Bell 212 on that fire—flying out of Mariposa—since early

October, under a USFS EU contract,” explained company Vice President Robin Rogers. The helicopter, which is flown by a single pilot and supported by a mechanic and fuel truck driver, has been averaging about four hours daily, dropping water.

Two additional Bell 212s are currently in Red Bluff, California, standing by under CAL FIRE CWN agreements.

Rogers said that the company was most active this year under a CWN contract from the State of Alaska Division of Forestry, which employed two of Rogers Helicopters’ Bell 212s. While both helicopters were released after 45 days, the operator “did not come close” to the amount of flying in recent years.

“It’s a pretty good guess that we are down by 50 percent,” noted Rogers.

Currently, Rogers Helicopters has two Bell 212s on USFS EU contracts, plus two additional 212s, and a Bell 206 L3 Long Ranger which are available--if needed--by any firefighting agency. While unable to predict where the remainder of the fire season will go, Rogers pointed out that the USFS extended its EU contracts with the company through the end of October. “In their judgement, weather conditions are still fire prone in California,” he said.

In fact, California is also Erickson Inc.’s major focus at this time, with Southern California having the highest potential for large, devastating wildfires, according to Alex Woolsey, Director, Fire Division for the Portland-based operator of S-64 Air Crane® Helitankers. “Any time California experiences a Santa Ana or Diablo wind event, wildfires are much more active, with the potential to reach devastating levels,” Woolsey said.

Erickson has two S-64 Air Crane® Helitankers under EU contracts in Southern California--one for the Los Angeles County Fire department, based at Van Nuys Airport, and one for San Diego Gas and Electric (SDG&E) based at Gillespie Field in El Cajon, CA. The SDG&E Helitanker, said Woolsey, is dispatched through a memorandum of understanding (MOU) with CAL FIRE. Both have been working on wildfires in Southern California over the past week. An additional S-64 is dedicated to CWN work anywhere in the US. Erickson Inc., Helimax Aviation, Intermountain Helicopter, Neptune Aviation Services, Rogers Helicopters, and Timberline Helicopters are members of the American Helicopter Services and Aerial Firefighting Association (AHSAFA), the Washington, D.C.-based trade association representing the interests of the privately operated aerial firefighting industry before federal government agencies tasked with wildland management and protection.

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FEMA Grant Helps NFPA Bolster Public Drone Safety The National Fire Protection Association (NFPA), has received just shy of a million dollars in Fire Prevention and Safety Grant money from FEMA to develop a free public safety drone compliance program that includes educational training and a searchable knowledge-base that tracks fire service drone programs and usage.

The NFPA drone project will generate the guidance, learnings, and best practices that U.S. fire departments need.

Fire departments have rapidly expanded the use of drones as more communities have realized the lifesaving impact that aerial technology can have in response to structural fires, wildland firefighting, search and rescue efforts, hazardous material responses, natural disaster efforts, and any other events that would benefit from increased situational awareness.

Although drone safety policies and standards continue to evolve, many U.S. fire departments are without the proper information, knowledge, and experience needed to establish and maintain a legally sound public safety program that is compliant with FAA regulations, and the standards produced by ASTM International, National Institute of Standards and Technology (NIST) and NFPA. Without proper understanding of how to integrate drones into public safety efforts, fire departments may deploy unmanned aerial devices inaccurately; may inappropriately gather information during an incident; and may interfere with manned and unmanned flight operations in the area. All these missteps needlessly expose fire departments to liability.

The NFPA drone project will generate the guidance, learnings, and best practices that U.S. fire departments need to establish a compliant, successful drone program by: assessing the current level of understanding, policies, and standards on public safety drone usage; developing a drone program framework, including resources, education, and an accessible portal which allows departments to comply with current regulations and standards; tracking fire service drone programs and their

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relevant use cases; and freely disseminating essential information and training so that departments can establish regionally and nationally compliant public safety drone programs.

The new initiative will follow the successful NFPA Emerging Technologies training development and dissemination model that has been in effect since 2010.

The Fire Protection Research Foundation, the research affiliate of NFPA, will begin by performing a literature review of the fire service drone landscape and collecting compliance and usage data.

The Research Foundation will host a public safety drone workshop for interested stakeholders and findings will be distributed.

NFPA will then collaborate with subject matter experts at the Center of Excellence for Advanced Technology Aerial Firefighting at the State of Colorado, Department of Fire Services to conduct a comprehensive review of the latest public safety drone usage research, testing, regulations, policy, and training content.

The Research Foundation will convene a technical advisory panel consisting of fire authorities, standards developers, public safety officials, emergency managers, researchers, regulators, and government leaders to advise on the project’s scope, messaging, curriculum, and deliverables.

The NFPA data and analytics team will synthesize the collected information to support curriculum development efforts and populate the portal.

The Research Foundation will host a public safety drone workshop for interested stakeholders and findings will be distributed.

Public safety drone subject matter experts and curriculum developers will build a self-paced, interactive online training program, educational videos, and immersive augmented virtual reality tools as part of a full educational suite. The curriculum will cover proper administration, operation, safety, and maintenance of public safety drone deployment.

All materials, research, and information collected as part of this project will be available for free to U.S. firefighters on the NFPA website.

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The NFPA data team will build a freely accessible online repository for all information captured, and host all deliverables on a dedicated, interactive, searchable web portal so that departments can upload and search drone action incident reports.

“As we have seen with NFPA alternative fuel vehicle and energy storage system training, the fire service is eager to learn about emerging technologies that may present new hazards, or in this case, help to mitigate and monitor safety challenges,” said Christian Dubay, P.E., NFPA vice president and chief engineer.

“The new educational resources and portal will help fire departments across the country confidently establish and maintain public safety drone programs.”

In 2018, NFPA released NFPA 2400 Standard for Small Unmanned Aerial Systems to help the fire service address organizational deployment, professional qualifications, system selection, as well as care and maintenance for public safety drone programs. The new NFPA drone research project will begin in fall 2019, with deliverables expected to be completed by September 2021.

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West Virginia National Guard Training for Success Story and Images by Edwin Wrinston W. Va. National Guard

The West Virginia Army National Guard’s (WVARNG) Company C, 1st Battalion, 150th Aviation Regiment (1-150th Assault Battalion) completed ‘Bambi bucket’ training for three aircrews consisting of 12 Soldiers at Camp Dawson Oct. 10, 2019.

Gen. James Hoyer, Adjutant General of the West Virginia National Guard.

The training comes at a critical moment when West Virginia is experiencing ongoing drought conditions throughout the state.

“Just this week alone, we have readied a large group of Soldiers for wildland fire response, which is a skill we typically don’t have to train for in West Virginia. With our Wheeling unit leading the charge on this aerial firefighting training as well, we are better prepared as a state to respond to an incident, should it arise.”

“One of the greatest benefits of the National Guard is that our men and women are constantly training to be able to respond to any incident that our State may face,” said Maj.

The Bambi bucket training event consisted of more than 20 drops made by pilots and crew chiefs of the unit, who learned how to fill and refill water into the bucket from a natural water

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“Crew coordination during aerial firefighting operations is critical and involves constant communication between the entire flight crew” source while in the air as pilots honed their skills on the proper techniques for dispersing the water over a fire.

“This training allows us to conduct precise water drops in mountainous areas of the state that ground-based firefighters might otherwise not be able to access due to difficult or dangerous terrain,” said Chief Warrant Officer 2 Sam Boggs, a UH-60 helicopter pilot serving in the unit.

“By working closely with the Division of Forestry and volunteer fire departments, we can put massive amounts of water exactly where needed to quickly bring fires under control.”

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The Bambi buckets utilized in training are capable of holding 550 gallons of water per scoop, which equates to roughly 4,400 pounds of water. Depending on the location of a fire and the proximity to a water source, crews could potentially execute multiple passes to extinguish a fire during one mission.

“Crew coordination during aerial firefighting operations is critical and involves constant communication between the entire flight crew,” Boggs said.

“The pilots line up the drop zone and fly no more than 50 knots at no less than 50 feet off the ground to make the

water release from the Bambi bucket most effective. Once lined up and hovering above the fire and smoke in position for the drop, it is the crew chiefs who give a countdown to the pilots to release the water from the bucket. We then fly to a water source, hover no more than 20 feet above the water while the Bambi bucket refills, then repeat the cycle until the fire is out or at least controlled.�

As such, this type of training is now conducted only on an as-needed basis. As a result of this training event, crews will be certified to respond to wildland fires throughout the state through coordination with civilian authorities.

WVARNG aircrew members have accomplished similar training in 2011 in preparation for a peacekeeping mission deployment to Kosovo, but have never needed to utilize the skill in response to a State of West Virginia emergency.

Their mission is to provide general aviation support as necessary to the Governor and the citizens of West Virginia in times of emergency, and they specialize in personnel movement, sling load, rappel, fast rope insertion/ extraction, helocast, paradrop and hoist operations.

The 1-150th Assault Battalion is located in Wheeling, West Virginia, and operates the UH-60 L and M model Blackhawks.

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PRESS RELEASE

SEI Demonstrates Sling Dragon and Bambi Max in Brazil SEI Industries’ new SLING DRAGON AND BAMBI MAX put on an impressive display at the International Wildfire Conference being held in Campo Grande, Brazil.

The SLING DRAGON was developed to increase safety and performance.

As part of the conference’s Technological Advances on Prevention and Fighting Wildfire information sessions, SEI Industries coordinated with their local agent; Tecnoagro Projetos & Representações Ltda. and IBAMA (Brazilian Institute of Environment and Renewable Natural Resources) to demonstrate an aerial controlled burn using SEI’s new SLING DRAGON followed by the BAMBI MAX. “The SLING DRAGON was developed to increase safety and performance by removing the machine from inside the aircraft and slinging it from the helicopter cargo hook with a set of steel

suspension cables,” explains Sergio Fukamati, director of SEI’s Aerial Firefighting Division.

The SLING DRAGON is safely operated by the pilot with a hand control switch and the complete ignition operation occurs outside the aircraft and separate from the helicopter flight deck eliminating the need of a crew operator.

With a much-increased capacity of 5,000 spheres and seven speed setting, the SLING DRAGON is equipped with a GPS tracker that records the drops coordinates on a MicroSD card, allowing users to easily view a map of their burn area.

“The SLING DRAGON represents a brand-new concept for aerial ignition applications and is the safest and most efficient aerial ignition product available today,” comments Mr. Fukamati.

aerialfiremag.com | AF 35

Coulson Deploys CH-47D and S-61T’s in South America to Fight Bolivian Fires Coulson Aviation became a significant contributor to aerial firefighting efforts by the Bolivian government to combat raging fires burning in the Amazon Rainforest. The company that they had reached an agreement with the Bolivian Ministry of Defense to deploy three type 1 helicopter assets to South America to support firefighting efforts.

The S61’s made stops in Mexico, Costa Rica, and Panama City, arriving in Bolivia before commencing fire operations shortly after.

“We are honored that the Bolivian Government had chosen to work with Coulson Aviation in order to help offer support during their time of crisis,” said Wayne Coulson, CEO Coulson Aviation as part of the statement released by Coulson on the deployment.

The first helicopters to begin the trek south were two of Coulson’s S-61T’s. One of which was in Yakima, Washington, the other located in Elko, Nevada at the time they were tasked.

Both were immediately flown to San Bernardino, California to load. Where they departed from on Sunday, Sept. 1 for the first leg of their substantial ferry flight that consisted of traveling 4,900 miles to reach their destination in Bolivia.

The S61’s made stops in Mexico, Costa Rica, and Panama City, arriving in Bolivia Thursday, Sept. 8 before commencing fire operations shortly after.

AF 36 | aerialfiremag.com

Joining the two S61’s for the first time is Coulson’s CH-47D Chinook. This will be the first international deployment in South America, which is also the first time a CH-47 has been deployed internationally for firefighting operations.

Joining the two S61’s for the first time is Coulson’s CH-47D Chinook.

To move the giant CH-47, Coulson had to partially disassemble the rear rotor housing to fit inside a rented an Antonov AN-124 transport aircraft that flew the helicopter to Bolivia, arriving in the country on Sept. 7, 2019. Coulson crews then reassembled the CH-47, the process only takes a little over 24 hours thanks to Coulson’s experienced and dedicated teams.

“The process of getting these aircraft disassembled and reassembled isn’t easy, and it wouldn’t be possible for us to manage these moves without the dedicated team we have here, we wouldn’t succeed as we do around the world without them,”

said Foster Coulson, who is heading the Coulson effort in Bolivia.

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Coulson has been an innovator in the aerial firefighting market for decades, setting the standard for moving rapid attack crews during a pilot program with the USFS in 2001. Coulson is now the only Type 1 operator in the world with approval to move teams of up to 18 in the United States, Canada, and Australia.

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Coulson also built and certified the first 1,000-gallon Belly Tank for the S61 that can drop water, but also features a foam and gel injection system. The tank is designed to be installed or removed in an S61 in less than 30 minutes.

Coulson is also a pioneer in delivering the 737 Fireliner large air tanker and a real-time accountability and measurement system for firefighting customers. The system is capable of transmitting live data through the Iridium Network that tracks exact locations and quantity of every load delivered.

Coulson is the first company in the world to NVG Certify an S61 airframe, developing best practices and processes to safely fight fire at night as the certification work took place. The end goal for Coulson -proving that fighting fires at night is possible with the same or more safety than daytime operations.

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PRESS RELEASE

Jason Glynn Receives HAI’s Salute to Excellence Pilot of the Year Award ALEXANDRIA, VIRGINIA – Helicopter Association International (HAI) is pleased to announce that Jason Glynn, a pilot for Era Helicopters in Houma, Louisiana, is the 2020 recipient of the association’s Pilot of the Year Award.

Jason Glynn

His work ethic, dedication to aviation safety, and strong desire for positive industry change drew him into a management role with the company

The award recognizes an outstanding single feat performed by a helicopter pilot during the year or extraordinary professionalism over a period of time. Nominees must be active helicopter pilots.

The award will be presented Jan. 29 at HAI’s Salute to Excellence Awards luncheon at HAI HELI-EXPO 2020 in Anaheim, California.

Among its many highlights, Glynn’s stellar career includes having served as a flight instructor for Vortex Helicopters in Mississippi, followed by roles at Era Helicopters with increasing levels of responsibility.

But Glynn didn’t start out in the helicopter industry: first, he repaired diesel-engine generators on petroleum exploration platforms in the Gulf of Mexico. After multiple helicopter flights, however, Glynn’s passion for aviation grew to the point he decided flying helicopters was what he wanted to do for the rest of his career.

Glynn became more familiar with the helicopter industry while in a job performing base support at the Era heliport in Port Fourchon, La., where he loaded and unloaded cargo, refueled aircraft, and washed helicopters. Six months later, Glynn began putting himself through Vortex’s flight school while still working as a ramp hand for Era. An exceptional student, he impressed the school’s instructors, examiners, and owner, who offered Glynn a job as a flight instructor upon his graduation.

Over the next 10 months working at Vortex, Glynn labored tirelessly, leaving his home at 4 a.m. to drive from Louisiana to the Vortex heliport in Mississippi to ensure that his students could fly the 6 a.m. flight when the sun came up. Most

AF 38 | aerialfiremag.com

days, he’d still be at the heliport at 10 p.m., after completing night instruction or just spending extra time helping students with their studies, before traveling back home to do it all again the next day.

After his time as a flight instructor at Vortex, Glynn had flown nearly 920 hours, making him eligible to become a copilot at Era. Throughout this period, his inspiring attitude, exemplary work ethic, and thirst for knowledge prompted unsolicited recommendations from almost every senior captain in the company. Because of Glynn’s outstanding dedication to the job, Era’s chief pilot was already very familiar with his name, which led to a position with the company as a copilot of a Sikorsky S-76 helicopter.

Throughout his 16 years at Era, Glynn has continued to excel, quickly moving through the ranks of instrument flight rated second-incommand (IFR SIC) to visual flight rated (VFR) captain to IFR captain. His work ethic, dedication to aviation safety, and strong desire for positive industry change inevitably drew him into a management role at the company. Over the years, Glynn has served as base lead pilot, assistant chief pilot, assistant director of operations, S-76/EC225 check airman, operations manager and is now director of operations.

“Jason has left an indelible mark on our industry, embodying exemplary leadership, fostering positive change and continued innovation,” says Jamie Comar, chief pilot and director of training at Era, in nominating Glynn for Pilot of the Year.

“He’s been the go-to guy for employees and passengers alike … the lifeblood of Era and the company’s drive for aviation safety and excellence.

Anyone who’s had the pleasure of working around this man remembers his name, his work ethic, and his selfless ambition.”

Glynn’s award will be presented at the Salute to Excellence Awards luncheon during HAI HELIEXPO 2020in Anaheim, California.

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Titan Unveils New Airport and Facilities at Viver Titan General Manager, Rafael Selma, delivers

Under the slogan “New facilities, New thrills”, Titan Firefighting and its sister company, Air Tractor Europe, has opened new facilities at Viver’s aerodrome in Spain. The grand opening ceremony took place on 10th December, marking the start of a new era for the company with over a half century of expertise in the aerial firefighting and aircraft sales businesses.

of the art technology, including the globally unique FTD Level 2 simulator. All of these supported endeavors are recognized as an EASA Part 147 certified training center.

The new facilities project started in 1999 and as Mr. Rafael Selma, Titan firefighting company’s General Manager stated, “Despite the fact that it has not been easy to complete the airport and its facilities with no external help and relaying on our own resources, we have succeeded and are proud today to show the world what we managed to build from scratch. After several years being spread across several different locations, the company finally reunites all its personal and various company organizational segments at one geo-location point and in new, modern facilities.”

Titan’s president, Vicente Huerta, expressed great pleasure in pointing out that introduction of the new airport is indeed the success of his father’s work. As a part of his speech, he stated “These facilities will welcome professionals from all over the world, making their dreams come true. As my father wished, thanks to our new base, fighting forest fires will help to preserve our natural heritage, the wonderful forests and the protected natural parks that surround us”.

Despite the size of the main building, several extensions of the facilities for other aviationrelated functions are planned for the future.

opening remarks at Titan Firefighting and Air Tractor Europe’s new facilities at the Viver aerdrome.

The Grand Opening was attended by a large group of people.

At Viver’s aerodrome, both companies aim to make a center of excellence for the various businesses held by the companies. Utilizing a huge hangar, company mechanics can perform aircraft maintenance and technical support for Air Tractor aircraft. The facility also has capacity for the company to proceed with various assessments in aerial firefighting and the ability to train pilots and mechanics in a training center that features state

Viver’s aerodrome is expected to be the place where people from all around the world will come to be trained as pilots or mechanics. Also, U.S. manufactured Air Tractor aircraft will come to be customized for aerial firefighting roles and delivered around the globe.

aerialfiremag.com | AF 41

PRESS RELEASE

Simplex Announces First FAA Certified Fire Attack System for Sikorsky Black Hawk DART Aerospace’s newly acquired business, Simplex, announced October 30th 2019, that they had received an STC for their Internal Fire Attack System for the Black Hawk helicopter.

The Model 370i is a 9000-gallon internal tank system that utilizes a single dispersal door that drops water/ foam through the cargo hook well.

The company received FAA approval for the Approved Models List (AML) extension of their STC SR02657SE. This certification applies to the UH-60/S-70 Black Hawks’ Simplex Model 370i Internal Fire Attack System (FAS). This AML extension adds 11 eligible UH-60/S-70 Type Certificates (TCs) to the existing STC, bringing the total to 12 UH-60/S-70 TCs that are now approved for operation with the Simplex Model 370i FAS. The complete AML extension includes 12 TCs from the following customers: ACE Aeronautics LLC, BHI H60 Helicopters LLC, Billings Flying Service, Carson Helicopters, High Performance Helicopters Corp., Pickering Aviation Inc., PJ Helicopters Inc., Sikorsky Aircraft Corporation, Sixtyhawk TC LLC, Skydance Black Hawk Operations LLC, Timberline Helicopters Inc., Unical Aviation Inc. The Model 370i, originally certified for installation and operation on the Timberline Helicopters Inc. TC, is the first and only FAA certified internal FAS for the Black Hawk helicopter. The system

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was developed primarily for restricted category civil aerial firefighting operators and requires no modifications to the aircraft structure.

Mark Zimmerman, Senior Vice-President of Business Development - Aerial Firefighting states, “With this AML amendment, the Simplex-DART team has expanded the reach of the 370i FAS to the entire fleet of known Civil Type Certified Black Hawks. More Black Hawk operators now have the ability to use their equipped helicopters with this Fire Attack System to save lives and property at risk from the escalating global wildland fire crisis.”

The Model 370i is a 900-gallon internal tank system that utilizes a single dispersal door that drops water/foam through the cargo hook well. The internal tank system is made from a proprietary lightweight composite matrix that provides superior corrosion and fatigue resistance compared to metal tanks. The tank utilizes a 1000 gallon per minute hover refill system and has dual ground fill ports for increased flexibility and safety during ground filling operations.

Simplex was recently acquired by Canadian helicopter mission equipment manufacturer DART Aerospace.

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PRESS RELEASE

Heli Austria Selects Helitak Firefighting Tank on Super Puma ‘Firecat” Heli Austria announced December 10th, 2019 that after many months of research and investigation for the design and supply of an underbelly aerial fire suppression tank suitable for the companies Super Puma fleet it had chosen Australian company Helitak Fire Fighting Equipment to complete the contract.

Helitak will design and manufacture a tank in excess of 1000 gallons to complement the very capable AS332, H215 and H225 Super Puma model. The Super Puma and the Helitak FT4250 fire tank will be packaged as the Super Puma FIRECAT. In making the announcement Heli Austria CEO Mr. Roy Knaus added: “Heli Austria was founded in 1982 and has grown to one of the major players in Aerial Work and HEMS in the Alps.

The group operates 35 helicopters and employs 200 aviation enthusiastic people from bases in Austria, Italy, Switzerland, Iceland and Greece with having the main focus of high-altitude work all across the Alps.

In 2016 Heli Austria entered the heavy lift market with four AS332 Super Pumas developing the low empty weight and high performing FIRECAT’s and considers the Helitak FT4250 fire tank the optimal solution for future worldwide firefighting operations. An additional eight AS332 Super Pumas have been acquired which will be offered for wet and dry lease operation overseas. Further enhancements will be EFIS NVG certified cockpits for night firefighting operations. The AS332, now renamed Airbus H215, is certified worldwide for unrestricted commercial operations and is considered as one of the most effective firefighting tools on the market with the FT4250 enhancing its capabilities.

The Super Puma FIRECAT aircraft, whilst being extremely capable in the aerial firefighting space and can carry up to 20 fire, medical or support personnel but lacked the added advantage of a suitable fire tank for the delivery of water to the fire ground. The Australian Helitak design has a proven track record of more than a decade and is designed to generate the highest amount of head pressure or mechanical force available due to the funnel shape of the Helitak retractable water bag. This head pressure provides the operator with

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ultimately the most controllable water delivery whether it be high canopy penetration or lower level vegetation and grass fire management.

The tank, known as the FT4250 FIRECAT offers a maximum capacity of 4250 litres (just over 1100 gallons), fills in 40-50 seconds, offers a quick and easy installation and removal and has an empty weight of around 300kgs or 660 pounds with a retracted flying profile of only 300mm or 12 inches.

The AS332, now renamed Airbus H215, is certified worldwide for unrestricted commercial operations.

The design team at Helitak have also developed a next generation Programmable Logic Controller that provides all the telemetry and data that we require for reporting and maintenance management and overall, they have produced a very impressive design specification that complimented the Heli Austria approach.

We have enjoyed working with the Helitak team and look forward to continuing the relationship long into the future.

The 1st tank has completed final testing and is packed ready to air freight to California for FAA flight testing and installation approvals which will be followed with both EASA and Transport Canada certifications.

Currently Helitak manufactures a range of fire tanks specifically designed to suit the Sikorsky S-61 and the UH60 and S-70i Black Hawk, the A332irbus H125 AS350 B3 Squirrel/AStar and the Bell 212, 214 and 214ST and are currently finalising designs and data package for the Leonardo AW139, 169 and 189 the Boeing CH-47. Concept drawings for the Russian Helicopters KA-32 and Mil 17/8 are also underway.

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PRESS RELEASE

Kaman to Deliver K-Max to Helicopter Express in 2019

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Kaman Aerospace, a division of Kaman Corporation (NYSE:KAMN), announced November 7th, 2019, that it will deliver a new K-MAX® medium-to-heavy lift helicopter to Helicopter Express of Chamblee, Georgia.

Helicopter Express currently operates 24 aircraft providing dedicated services in heavy lifting, utility construction, firefighting and disaster relief. Helicopter Express placed their order in May and will take delivery of their new K-MAX® in December of 2019.

“Helicopter Express is a highly respected operator and we appreciate the confidence they have placed in Kaman and the capabilities of the K-MAX®. This Helicopter Express aircraft brings anticipated deliveries in the fourth quarter to three, for a total of four aircraft deliveries in 2019. We are thrilled that the K-MAX® continues to be the choice for external lift applications that require the need for precise, efficient and costeffective operations,” stated Darlene Smith, VP & GM, Kaman Air Vehicles Division.

“Helicopter Express started in 1995 with the vision of building a versatile helicopter company that offers a broad range of services to the southeast and has continued to evolve and become trusted leaders in the industry.

Expanding our fleet with a third K-MAX® is an important step to tackle our client’s ever-changing needs,” stated Scott Runyan, Founder and President/CEO of Helicopter Express.

Development of the K-MAX® was led by Kaman founder and former CEO, aviation pioneer Charlie H. Kaman, and received Federal Aviation Administration certification in 1994.

The single-engine, single-seat K-MAX® is a rugged low-maintenance aircraft that features a counter-rotating rotor system and is optimized for external load operations and designed specifically for vertical reference flight. The aircraft can lift up to 6,000 pounds (2,722 kg).

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