ALL OF AERIAL FIREFIGHTING
Night Aerial Firefighting Taking the Fight
24/7 Erickson Leading the S-64 into the Next Generation Aerial Firefighting Steals the Show at Heli Expo
MARCH / APRIL 2020
In This Issue of AERIALFIRE... Volume 18 Number 2 | March / April 2020 12 Night Aerial Firefighting Taking the Fight 24/7 18 Don’t Bother Me, I’m Flying! 20 Babcock Receives Approved Maintenance Organization Certification From Transport Canada
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22 Erickson Incorporated Leading the S-64 Air Crane into the Next Generation
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26 3-D Aerial Maps Help Australian Fire Ground Recovery
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30 Charlie Wiplinger Named CEO of Wipaire 32 FIREHAWK Helicopter Described as ‘Best All-in-One’ Aerial Firefighter 34 Aerial Firefighters Steal the Show at Heli-Expo 2020 39 Erickson Incorporated & Sikorsky Sign Development Agreement to Tackle the Future of Firefighting & Introduce S-64F+ at Heli Expo 40 Firescan Provides Critical Tool in Australia’s Bushfires 44 Partnership Efforts to Address Australia Wildfires 45 Pilot Safe as Helicopter Fighting Australian Fires Ditches 46 Dauntless Air Installs First AT-802F FRDS GEN III Firegate in U.S.
In Every Issue of AERIALFIRE... Monthly Columns and Sections 04 The Drop | Ryan Mason 06 Aerial Fire Pics 28 Rx Aviation | Stan Musick 42 From the FAA | MICHAEL BERRY, M.D.
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Cover image: Two Calfire UH-1H helicopters filling with water during the 2019 fire season. Image by Michael Piper.
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THE DROP
Ryan Mason ryan@aerialfire.com
Australia Can’t Catch a Break I recently returned from a trip to Australia, and I can tell you, the extensive fires you were seeing on the news were not exaggerated. The devastation was everything you would imagine and more. Although I arrived about a week after the worst of the firestorm weather had passed, the evidence was abundant in many places, including a visit to an active fire ground in Myrtleford, Victoria.
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For those not familiar with Australia, Myrtleford, Victoria is about 30 miles east of where images of the skies turning red as massive bushfires raged in the coastal towns of the greater Gippsland area. Watching the small city that was the rural Ovens fire district bustle with activity from first light to last light was something I will not soon forget. Aerial firefighting crews from Canada, the USA and dozens of helicopters and crew members from multiple states all working together to extinguish this blaze, one of 38 blazes that were burning at the time around the state of Victoria was nothing short of impressive. At the heli-base, the action never ended from the time the first helicopter took off to the time the last landed. A small army of refuellers, mechanics, aerial controllers, fuel truck drivers, pilots and other crew worked feverishly to be prepared for the next helicopter to come in. Each making sure that there was fuel ready, a pilot change if needed and any other small detail is taken care of before each aircraft from one of half a dozen companies working on the fireground came visible on final approach. As each landed, those same crew members became a small ant colony that seemed to set upon the aircraft as the rotors finally slowed to a stop, working with the speed of a formula one pit crew to make sure that the aircraft spent as little time idle as possible before spooling up again and heading right back to the fireground to drop several thousand more gallons of water on the unrelenting flames. After watching several hours of this procession, I also went out to one of the larger lakes the helicopters were fueling from. After about 10 minutes taking pictures, my escort from the Victorian Department of Water, Land and Planning Department stated we needed to leave
– and fast, pointing at the hilltop plume that we had seen as we pulled in to the lake filling site. The smoke had turned from grey to black indicating a feeding fire. Right as I looked at the lowest crest of the range in front of us, fire crested the range, shooting flames about 70 feet in the air. It was definitely time to go. As I left the next morning, the firebase was shut down thanks to the smoke from the direction change dropping right to the ground making it 0/0 visibility, I hoped for some relief for the crews there that looked like they could all use a day off. The very next day, for the first time in several months, it rained, giving everyone on the fireground a reprieve. Two weeks later, the skies opened for what seemed like a biblical event. Many of the same towns around Australia that fought bushfires that took thousands of homes, properties, and several lives – were now facing the threat of flooding, some areas now under feet of water. There was a saying in Victoria where I grew up “If you don’t like the weather, wait 5 minutes” as the state I grew up in had a reputation for having four seasons occur in one day. But it seems Australia is now in the throes of another saying: “it never rains, it pours.” If anything, Australia, and Australians are experts in overcoming adversity, from droughts to fires, to floods, we always take care of each other and rebound. I can only hope that the rebound this time includes the lessons learned from this year’s fire season and that those lessons are used to push for more aerial firefighting support in the future. As the world saw, it is much needed.
aerialfiremag.com | AF 5
A SEAT lays town a line of retardant in California. Photo by Todd McKinley
A Croman Helicopters S-61 fills its water tank in California. Photo by Cole Euken AF 6 | aerialfiremag.com
AERIALFIRE PICS
A CalFire S2A drops fire retardant during fire operations in California during the 2019 fire season. Photo by Jeremy Ulloa.
A SEAT aircraft dumps water during a training mission. Photo by Michael Piper aerialfiremag.com | AF 7
The Global Supertanker sits on the tarmac in Viru-Viru Bolivia awaiting another mission. Photo by Tom Parsons
A Look inside the 10 Tanker Air Carrier DC-10. Photo by Rick Barbosa
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AERIALFIRE PICS Firebird 332, dips for water during fires in Port Maquarrie New South Wales. Photo by Rich Shaw aerialfiremag.com | AF 9
A CalFire UH-1H dips to refill during fire operations in California in 2019. Photo by Michael Piper
The Airspray BAE-146 drops water during trials in 2019. Photo by Michael Piper
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AERIALFIRE PICS Duke 6 departs for firefighting training in Orange County Photo by Damon Duran.jpg aerialfiremag.com | AF 11
Night Aerial Firefighting
Taking the Fight
24/7
by Ryan Mason
AF 12 | aerialfiremag.com
Aerial firefighting operations during a wildfire typically run from sunrise to sunset. That is the way aerial firefighting has been conducted since aircraft were first employed in the battle against wildfires – until recently. Night aerial firefighting has seen multiple successful helicopter-based night trials over the last several years. Coulson Aviation held trials with the S-61 in Ballarat, Victoria, Australia in 2018, then again in 2019 in Orange County, California. Deploying the S-61 and S-76 again during the 2019-2020 Australian fire season. More recently, Kachina Aviation also conducted helicopter based night aerial firefighting trials in the United States and Mc Dermott Aviation entered the arena in 2018 and during the 2019/2020 Australian bushfire season. These efforts by several industry leaders in the helicopter sector of aerial firefighting proving that night aerial firefighting has become not only possible but proven safe through extensive testing in several continents. Night aerial firefighting has not however been confined to just rotary operations. Fixed wing operators like Colorado’s CoFire Aviation (see our cover story in the Jan/Feb issue of AerialFire) have been at the forefront of developing a program to bring night SEAT operations into the nighttime firefighting arena. CoFire began conducting testing in 2018 in cooperation with the Oregon Department of Forestry to demonstrate the functionality of SEAT aircraft performing in the same Capacity. CoFire Aviation co-founders Chris Doyle and Kyle Scott first began investigating the possibility of conducting night firefighting operations back in 2010, although shelving the idea initially due to a lack of skilled pilots possessing enough relevant experience in low altitude operations under Night Vision Goggles. Several years after their initial discussions on the subject however, the CoFire team was able to make good on their initial goal, proving the concept and practical application during operational field testing in the summer of 2018 in Oregon. aerialfiremag.com | AF 13
Marc “Thor” Olson heads up the company’s NVG based operations. Olson was tasked to come up with a plan to demonstrate that ability to some of the company’s customers that included designing an intensive training program and selecting the latest technology to aid mission safety.
The CoFire team began the task with their internal testing in October of 2018 at John Day Airport in Colorado. Initial testing quickly proving what the team had long suspected, that firefighting at night under white phosphor NVG’s was, in their eyes, easier than fighting fires during the day.
After several months of training pilots to a level that satisfied internal company safety standards, CoFire turned to Aviation Specialties Unlimited (ASU) for the latest in night vision technology White Phosphor NVG units.
Doyle stated that several of the pilots, after the initial testing, asked, “why are we fighting fires during the day?” after seeing how clear they were able to visualize the fire ground utilizing the new white phosphor NVG units.
NVG’s Kyle Scott and
White Phosphor NVG’s are currently exclusively manufactured and sold by ASU, and unlike standard green NVG’s, white phosphor NVG units suffer less “halo” effects. Offering pilots a muchimproved visual reference over green NVG’s that have been employed in both military and civilian applications for decades.
Although excited by the initial testing success, the CoFire team wanted to employ a “crawl, walk, run” approach. The team wanted to take it slowly to ensure the safety needs of the program were met, and the right processes were put in place to form an effective and safe night firefighting program.
Below: This Comparison
Olson was also tasked to come up with internal policies and procedures to safely perform night aerial firefighting salvos and a demonstration that would illustrate the capabilities and highlight the safety measures taken during night aerial firefighting operations.
The next task for their team was demonstrating the ability of the company’s pilots to perform in a simulated fire environment. The simulation meant to show to their customers that the process was safe and would increase their abilities to fight fires around the clock.
Right: Early adapters of White Phospher
AF 14 | aerialfiremag.com
Chris Doyle from CoFire Aviation on a training flight in their dual cockpit AT-504.
image shows the side by side difference of standard green NVG versus the new White Phospher NVG units supplied by ASU.
The expanded testing involving representatives from Oregon’s Department of Forestry, Colorado’s Department of Fire Prevention, and representatives from GelTech Solutions, the manufacturer of Fire-Ice. The Fire-Ice product was used by CoFire during the testing to extinguish the fires set during the test salvo’s and is used as a primary extinguishing agent by ODF in firefighting each year.
during wildland firefighting efforts on the ground was of the utmost importance for safety.” Thor Olson stated.
The aim of the testing with multiple agencies present was not only to prove the concept but to gain the input of experienced professionals to assist in developing the more extensive program.
The aim of the testing with multiple agencies present was not only to prove the concept but to gain the input of experienced professionals
“One of the larger goals during this test phase conducted during the winter of 2019 was to evaluate the ability of pilots to identify hazards to the operation. Identifying firefighters on the ground and the various pieces of equipment used
The broader testing cycle took place over four days and incorporated ground crews in the drops. Fire crews were placed on the fire ground in numbers unknown to the pilot (Olson) at the time, who
aerialfiremag.com | AF 15
ASU’s Night Phosphor white NVG’s operate identically and are the same size as standard green NVG units, requiring very little adjustment as a pilot to the newer technology.
was also asked to identify how many firefighters he saw on the ground. Olson stated that thanks to programmable lights on the firefighter’s helmets, spotting them and ground assets was much simpler at night than in the daytime. During the multiple drops performed, Olson was tasked with correctly identifying the number of firefighters on the ground during each pass, which he did with ease. Salvo placement was assisted by the installation of 4 ‘’flare light” beacons where ground crews wanted to start and stop deployment of Fire-Ice on the fire line. The precision of the drop was then able to be performed with pinpoint precision. Olson stated, “During real-world operations, other than the fire you can see, you usually do the best you can, but at night, those gave a definitive line with a start and stop point to make the drop even more precise than a day drop would be.” Neal Laugle serves as the aviation manager for the Oregon Department of Forestry (ODF) that contract 14 helicopters, one VLAT aircraft, five SEAT aircraft, and three fire detection aircraft every year to protect Oregonians stationed at bases spread around the state. Laugle was a crucial player in the testing, development, and final state approval of night firefighting operations on behalf of the ODF. Laugle noted there was some initial opposition from those skeptical of night operations.
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However, after testing in the field, the initial opposition was assuaged after seeing the success of the testing take place. For those that had no experience using NVG’s, Laugle provided a chance for them to view the capabilities of the white phosphor NVG’s which quickly mitigated any previous concerns. Some questions were raised before the testing cycle as to how firefighters would be identified in a nighttime firefighting environment. There was also a concern about any potential changes that may be needed in standard operating procedures due to the differences between day and night operations. However, their team found little that needed to be changed during nighttime operations. Laugle stated, “I would even argue that during a nighttime operation, with a headlamp on, firefighters were more visible at night than during the day.” Safety being of paramount importance in a new program such as this seems to now be even higher in a nighttime environment thanks to the addition of white phosphor NVG use during night operations. While addition of nighttime ability for helicopters and SEAT aircraft is only in its infancy, with large operators like Coulson Aviation, Kachina Aviation, Mc Dermott Aviation and CoFire Aviation spending substantial time and effort on proving the validity and safety of night firefighting operations and with fire seasons around the world expanding, it is not a case of if, but when night aerial firefighting missions will be fully adapted around the world.
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aerialfiremag.com | AF 17
Don’t Bother Me, I’m Flying! by Tom Hoffmann
Since 2008, there have been 22 fatalities in ga and part 135 crashes that involved pilots distracted by nonoperational activities.
You’re zooming down the highway — more like crawling if you’re in Washington, DC! — when your phone chirps with the familiar sound of an incoming text message. Oh, and did I mention it’s late in the day, you’ve got a lot on your mind, and your phone is in the passenger seat? Do you pick it up and read the message? It could be an important follow up from a potential employer. Or, it could also be one of those incessant BOGO offers from your favorite burger chain (both could be important, no judging here). Despite knowing that thousands of people die each year from distracted driving incidents (3,166 fatalities in 2017 alone according to the National Highway Traffic Safety Administration), many people will still try to read that message. We’ve probably all been similarly tempted. The justification some give for diverting attention to an emoji-laden text is that they know their vehicle and feel confident they can maintain a sufficient margin of safety. But just because you’ve been lucky in the past doesn’t make it a safe thing to do. The time you divert to the text is time when you are unaware of actions taking place outside the vehicle. The delayed reaction to a suddenly stopped car or a pop-up construction zone often causes an accident. The same issue applies to pilots. Distraction is a dangerous threat to safety, so pilots must learn to manage distractions during every flight. To see the deadly effects of distraction in aviation, have a look at the National Transportation Safety Board (NTSB) accident report for the August 26, 2011 crash of an EMS helicopter flight in Mosby, Missouri (go.usa.gov/xVTWQ). In this accident, personal texting while flying was at least partly responsible for the crash that killed the pilot, a nurse, a paramedic, and the patient. In another accident, a Cessna 150 pilot and his passenger were killed when their plane crashed into a wheat field in Watkins, Colorado (go.usa. gov/xVTBY). Contributing to the accident was the pilot’s distraction due to cell phone use while maneuvering at low altitude. A Go-Pro camera found near the wreckage revealed footage of the
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pilot and his passengers taking mobile phone “selfies” during takeoff, climb, and in the pattern just before the accident flight. Investigators believe the pilot’s focus on his cell phone, coupled with the flash function of his camera, contributed to the development of spatial disorientation and consequent loss of control. But distraction in the cockpit doesn’t always involve such a blatant diversion from primary flying duties. It is often more insidious, like fixating on a cockpit warning or trying to troubleshoot an avionics display issue. With the ADS-B Out mandate just around the corner, many pilots now have the capability to display weather and traffic information with ADS-B In equipment. This technology can certainly enhance situational awareness and decision making, but it’s absolutely critical to know how your system operates, to include its limitations, before you fly so they don’t become a dangerous distraction. Remember too that ADS-B equipment is a supplemental tool; it does not relieve you of see-and-avoid responsibilities. To emphasize the importance of eliminating distractions, the NTSB has added this topic to its 2019-2020 Most Wanted List of Transportation Safety Improvements. According to its Eliminate Distractions fact sheet for aviation (go.usa.gov/ xVTkg), since 2008 there have been 22 fatalities in GA and part 135 crashes that involved pilots distracted by nonoperational activities. The NTSB urges pilots to keep mobile phones off and out of the environment to avoid the temptation of answering. Also, although there are no regulations on sterile cockpit procedures for part 91, avoidance of all nonessential conversations is an excellent point to brief with passengers. It goes over a lot better than having to yell, “Don’t bother me, I’m flying!” Tom Hoffmann is the managing editor of FAA Safety Briefing. He is a commercial pilot and holds an A&P certificate.
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aerialfiremag.com | AF 19
Babcock Receives Approved Maintenance Organization Certification From Transport Canada The AMO certificate verifies that Babcock has met the regulatory requirements set by Transport Canada
Babcock announced February 4th that it has received Approved Maintenance Organization (AMO) certification from Transport Canada. The AMO certificate verifies that Babcock has met the regulatory requirements set by Transport Canada, and gives Babcock authorization to perform maintenance on aircraft, avionics, instruments and structures. The AMO has been opened on the following aircraft types: • • • • •
Beech King Air Canadair CL 215 Canadair CL 415/215T Cessna Citation 560 Gulfstream Turbo Commander
Babcock earned the AMO certificate following an application process that began in the Fall of 2019, and culminated with representatives from Transport Canada performing an on-site audit of its aviation facilities in Winnipeg. Rob Dyas, Babcock Canada’s Vice President of Aviation, said: “We are delighted to have received Approved Maintenance Organization certification from Transport Canada. This is an important milestone for Babcock as we continue to grow our Canadian aviation line of business.”
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aerialfiremag.com | AF 21
Erickson Incorporated Leading the S-64 Air Crane into the Next Generation by Ryan Mason
Erickson Incorporated has set its sights on the future, aiming at operating new and legacy aircraft at night as well as during the day.
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Founded in 1971, Erickson Incorporated began operations as Erickson Air Crane, a name the company would operate under until its rebranding in 2014 as Erickson Incorporated. The company was founded by Jack Erickson, who after leasing an S-61 for logging operations, realized he would need a larger helicopter. Soon after, he purchased three S-64 helicopters from Sikorsky, paving the way for a nearly fifty-year legacy that would see the company not only shape its operations around the iconic S-64 Air Crane®, but eventually purchase the type certificate for the aircraft in 1992. The purchase also granting the company manufacturing rights to the S-64, which it still produces today for private companies and government agencies around the world. This in addition to operating the largest fleet of S-64’s in the world, the company’s iconic orange painted helicopters with green and white stripes now arguably one of the most recognizable icons of the global aerial firefighting industry. The S-64 Air Crane® has served for decades around the world providing aerial firefighting support, widely recognized by citizens in many countries, most notably in Australia, where the company first deployed for its first fire season in 1997 nearly 21 years ago. One of the most endearing features of the giant S-64 Air Crane ® helicopters from Erickson is that each has a name, proudly adorning the front of each helicopter on the nose cowling. The most notable to many Australians being the S-64 dubbed ‘Elvis’. In 2001, Elvis became Australia’s most well-known Air Crane helicopter after saving the lives of 14 trapped firefighters during firefighting operations in New South Wales. The Erickson S-64 Air Crane® has supported firefighters and agencies each year since to combat devastating and catastrophic fire seasons in Australia, including the 2006-2007 bushfire season, which until the 2019-2020 fire season, was rated the most extensive fire damage/loss of life in Australian history. During the unprecedented season this year that is now regarded as the worst known to the country, Erickson has deployed multiple S-64 Air Cranes in Victoria, New South Wales and Western Australia for the entire season where they have dropped hundreds of thousands of gallons of water and will continue to provide support until the end of the disastrous Australian fire season. Each Erickson S-64 helicopter that deploys on a fire is capable of carrying 2,650-gallons (10,031-liters) per load, equaling the capacity of a fixed-wing tanker. The added benefit of the S-64 deploying comes with the accuracy provided by their precision drop capability, along with the refill speed of a helicopter that does not need to return to a base to be refilled and can load aerialfiremag.com | AF 23
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from any available water source close to the fire ground. The S-64 is capable of dropping more than 25,000 gallons (95,000 liters) every hour. Erickson’s pilots and fleet of specially equipped S-64 helicopters are deployed seasonally to wildland fire hotspots around the world, including deployments to Greece, Turkey, Australia, Italy, Canada, Chile and the United States.
The Next Generation As a pioneer in the aerial firefighting industry innovation has always been at the heart of Erickson proven by the ongoing development and continual improvements over the years that have added to the safety of the S-64 Air Crane®. The company has made over 4,000 improvements to the S-64 airframe over its many decades of operation that include improvements to the airframe, instrumentation and payload capabilities, all starting with the invention of the anti-rotation device, invented in 1974. As a trusted partner to OEMs such as Pratt & Whitney and Sikorsky, Erickson is the chosen home for legacy platforms. Erickson’s heritage of being an operator makes them uniquely qualified to understand the challenges other OEMs face and develop the solutions to help address them. This dedication to innovation lead to the announcement during Heli Expo 2020 in Anaheim, California of the intent to manufacture the newest addition to the growing stable of aircraft, the S-64F+ Air Crane® Helicopter. The transition to new production aircraft will include
innovations and enhancements such as including the incorporation of a modern engine, enhancing range and fuel efficiency, new composite main rotor blades, an enhanced cockpit and flight controls, digitally integration for nighttime firefighting operations, and an improved water cannon to provide best-in-class performance according to documentation released about the newest model in the Air Crane fleet.
The Air Crane of the Future The second announcement during this year’s Heli -Expo show detailed an agreement made between Erickson Incorporated and Sikorsky Aircraft to tackle the future of firefighting, providing solutions never before used. Erickson detailed a plan to work with Sikorsky to develop the next generation of pilot optional nighttime firefighting solutions. Presenting to a large crowd on the convention floor, executives from Erickson and Sikorsky detailed their long-term plans aiming to integrate Sikorsky’s MATRIXTM Technology into a digitally enabled fire management system to improve the safety of night firefighting missions. With next-generation flight controls and navigation systems powered by Sikorsky’s MATRIXTM technology, Erickson will enhance cockpit awareness and flight crew safety during day and night operations. “We are pleased to be working on this important initiative with Sikorsky, who we have a longtime history with. Since adopting care of the S-64 global fleet in 1994, Erickson has continuously modernized the platform to support critical missions.” stated Doug Kitani, Erickson’s CEO, during the presentation.
Erickson is taking the S-64 Air Crane to new heights in the future with the new S-64F+ and the integration of Sikorsky’s MATRIX technology to be integrated into the airframe in the near future.
aerialfiremag.com | AF 25
3-D Aerial Maps Help Australian Fire Ground Recovery ARA is an Adelaide-based independent, not-for-profit research institute which grew out of Flinders University.
Adelaide-based Airborne Research Australia is creating free 3D high resolution maps of devastation caused by fires in the Adelaide Hills and Kangaroo Island to help communities recover and reduce future fire risks. The maps, which contain unprecedented detail and are available from the Airborne Research Australia (ARA) website, are intended to assist communities, emergency services agencies and researchers to plan recovery from SA’s summer infernos, to better understand fire behavior and develop future fire defense strategies. ARA collects data for these high-resolution maps from low, slow flights by crewed motorgliders equipped with LIDAR, hyperspectral sensors and high-resolution RGB cameras. It renders this mapping data in three dimensions (3D) and animates it as flythroughs to simplify viewing. ARA founder and Chief Scientist, Flinders Emeritus Professor Jorg Hacker, says this high-resolution mapping data would help plan for community recovery and future fire prevention.
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“In many cases, remote sensing data taken from fire-affected areas disappears into a black hole, so the general public either never sees it or sees only a down-sampled low-resolution version,” he says. “We want to make all this data available to the public – the affected public especially – to help them recover their landscape, especially the natural landscape.” For example, Kangaroo Island has some very deep gullies which the fires may have “jumped” over, so the natural habitats may remain intact in these gullies. “Our sensors can map in unprecedented detail landscape and forest features that are not visible with standard aerial photography or satellite data or from the ground. “The combination of LIDAR and hyperspectral sensors provide centimeter resolution detail. This lets us both detect the location of such habitats and the state and structure of the undergrowth with LIDAR and even the state of health of the surviving vegetation with hyperspectral scanning.
“We also want to make this data freely available to people in the research community so they can study it and use it to obtain insights that will help communities better prepare against fires and to assist fire defenders to plan their strategies against these unprecedented fire events.”
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ARA is an Adelaide-based independent, not-for-profit research institute which grew out of Flinders University. From Parafield Airport, ARA operates purpose-designed aircraft carrying sophisticated sensing equipment.
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ARA’s detailed datasets are used for insights into economic and environmental issues ranging from land, air and water management to food production, mining, energy, coal seam gas fracking and climate change. ARA flew its first fire flights over the Adelaide Hills in midJanuary and its first two Kangaroo Island flights last week, focusing on the Ravine des Casoars Wilderness Protection Area. Professor Hacker says the ARA maps were much more detailed than commercial aerial surveys. “In most cases, they fly high in order to get coverage of large areas, so you don’t see details,” he says. “Our planes are derived from a glider, so they can fly low and slow, with minimal fuel usage. We use less than 15 liters of premium unleaded petrol per hour, producing less pollution and less noise, compared with the smallest Cessnas, which use 40 to 50 liters of Avgas per hour. “Drones are not a viable option for what we do because they cannot carry the sensors we’re using and are limited in their range. Our planes let us cover remote areas such as Kangaroo Island, flying from Adelaide.” The Adelaide Hills flights so far include burnt areas west of Woodside and Lobethal, plus some nature conservation areas at Lobethal Bushland Park and the Porter Scrub Conservation Park.
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Stan Musick stan@aerialfiremag.com
Another Panicked Phone Call… Frequently, my phone rings…and the voice on the other end is a pilot who has just been at an AME office and has been deferred/denied a medical. “Doc, I’m healthy as a horse. But he/she said they can’t issue a medical!”
Many medications are simply not allowed… either due to the disease they are treating or because of the side effects.
As we start to dissect the situation, frequently it’s an issue of being on a medication that is on the “not allowed” list. (https://www.faa.gov/about/ office_org/headquarters_offices/avs/offices/aam/ ame/guide/pharm/dni_dnf/) My latest caller had been given Neurontin for his back pain, and as a result of taking it, he became dizzy, and fell off a ladder. Fortunately, he had no head trauma, and as soon as he had been off the medication for a few days he had complete resolution of his symptoms. He does have to report the incident, but he cannot fly while taking the medication! (Naturally, he has sworn off the medication completely). Many medications are simply not allowed… either due to the disease they are treating (think coronary artery disease), or because of the side effects (as the Neurontin discussed above has). Many medications leave the individual feeling completely normal, but their reaction time and alertness are impaired. Muscle relaxants are especially important in this regard. Even a small change in your reaction time can be dangerous going down the field at 150 mph! Ag pilots need to especially be aware of two forbidden classes…weight loss medications, and smoking cessation medications. Both are “do not issue” drug categories!
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Two categories of medications are mentioned…”do not issue”, which are medications that imply a condition in which the airman may be impaired (angina drugs, cancer drugs) from the disease, and “do not fly” medications. The medications in the “do not fly” list can be taken, but you are not “okay to fly” until five “half-lives” of the medication have elapsed. What is a “half-life”? That is the period of time required for half of the medication to disappear from your system, either by excretion (bile, urine, bowel) or by metabolism (often in the liver). Some medications have a very long half-life… Benadryl, for example has a half-life of 12 hours… so “five half-lives” would be 60 hours after the last dose before you can safely fly. Half-lives of drugs are easily obtainable by an internet search. Sleep aids are especially tricky, as they have a widely differing half-life depending on the particular drug. (Restoril has a 72 hour waiting period!) Underlying medical disorders must be treated, despite some drugs short half-life (Flying is allowed 6 hours after use of Sonata, for example). The FAA specifically prohibits daily or frequent use, but does allow occasional use, as long as the required waiting period has been met. (see https://www.faa.gov/about/office_org/ headquarters_offices/avs/offices/aam/ame/guide/ pharm/sleepaids/)
Should your physician prescribe a drug, consult the links above, or call your AME! It is far easier to not take a drug, or find an alternate, than it is to deal with the “medical certificate consequences”!
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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 AT802 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.
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Charlie Wiplinger Named CEO of Wipaire
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outh St. Paul, Minnesota – Wipaire announces Bob “Wip” Wiplinger has entered semi-retirement and his son, Charlie Wiplinger, is taking the helm as CEO. Bob served as President
since 1979 when he purchased the company from his father and founder, Ben Wiplinger. He will continue to serve as Chairman of the company. Charlie has held the title of President since 2011 and will
Charlie’s first role at Wipaire began in Line Service at the age of 16.
now be President & CEO. “My son represents the third generation of leadership. He’s been here his whole life and I know the company will continue to grow under his guidance. But, don’t worry, I’ll still be here, focusing on engineering and offering advice to the next generation, whenever somebody with gray hair can be helpful.” said a smiling Bob Wiplinger. Charlie’s first role at Wipaire began in Line Service at the age of 16. After college graduation in 2003, he worked as an engineer until assuming the role of Vice President of Services which he held until becoming President in 2011.
About Wipaire, Inc. For over 60 years, Wipaire has been engineering and manufacturing a full line of aircraft floats for all sizes of aircraft from the Piper Cub to the Viking Twin Otter, including most singleengine Cessna aircraft. In addition, Wipaire has engineered over 100 Supplemental Type Certificated modifications for improved performance, convenience, and reliability. As a leading aircraft service provider, Wipaire offers maintenance, avionics installation and repair, AF 30 | aerialfiremag.com
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FIREHAWK Helicopter Described as ‘Best All-inOne’ Aerial Firefighter Sikorsky, a Lockheed Martin company recognized and thanked the County of Los Angeles Fire Department, the City of San Diego Fire-Rescue and the State of California’s Department of Forestry and Fire Protection (CAL FIRE) for their commitment to aerial fire-fighting operations with the S-70i FIREHAWK helicopter.
Sikorsky is putting in place programs to support California’s firefighters with world-class logistics and technical support
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Each of the three fire services recently took delivery of the new-generation aircraft for wildland firefighting, search and rescue and medical transport. The LACoFD aircraft is prominently displayed here in Sikorsky’s expo booth at this week’s 2020 Helicopter Association International Heli-Expo, where San Diego and CAL FIRE’s aircraft also are on the exhibit floor. “At hundreds of brush fires and medical rescues, the Sikorsky FIREHAWK has proven to simply be the best all-in-one aerial firefighting weapon,” said Los Angeles County Fire Department Fire Chief Daryl L. Osby. “We can carry more firefighters to the fire line, and repeatedly support them by dropping thousands of gallons of water with precision and with a fast turnaround. And we can perform hoist rescues at close to 10,000 feet altitude, as well as provide critical paramedic service at municipal and extremely remote locations. It took courage for Sikorsky to stick with us as they did in the early 2000s when we tested and adapted the aerial fire-rescue tactics of the first variant. LA County along with Sikorsky FIREHAWK helicopters have led the way and will continue to lead the way always looking to provide the public with the service they deserve and expect. But look where we are now — the state of California and other municipalities are going to derive benefits from years of pioneering work.”
Compared to LACoFD’s three S-70A FIREHAWK aircraft, the new-generation S-70i model brings more power, greater maneuverability and lift capabilities, as well as enhanced flight safety. Systems integrator United Rotorcraft, a division of Air Methods, configured the three aircraft with an extended landing gear and a 1,000-gallon (3,785 liter) belly water tank manufactured by KAWAK Aviation Technologies. “We thank the State of California, Los Angeles County and the City of San Diego for their collective trust in the men and women of Sikorsky Aircraft, who strongly believe, as did our founder Igor Sikorsky, that helicopters should serve humankind,” said Jeanette Eaton, Sikorsky Regional Executive for North America. “As these first three new-generation FIREHAWK helicopters are placed into service to preserve lives and property, Sikorsky is putting in place programs to support California’s firefighters with world-class logistics and technical support that will ensure flight readiness for decades to come.” CAL FIRE, which operates the world’s largest aerial firefighting fleet, intends to deploy a total of 12 S-70i FIREHAWK helicopters across the state following deliveries by Sikorsky and United Rotorcraft over the next four years. LACoFD also will receive its second of two aircraft this year.
ALL FIRED UP! Battle challenging blazes with DART’s Firefighting Bucket & Fire Attack System aerialfiremag.com | AF 33
Aerial Firefighters Steal the Show at Heli-Expo 2020 by Ryan Mason
One could have been easily confused as to whether they were attending the right helicopter convention at this year’s Heli-Expo 2020 held in Anaheim, California in January. A look at some of the major helicopter exhibits could have easily confused an attendee that they might be attending an aerial firefighting show with the large amount of key exhibitors that had brought along a firefighting aircraft to showcase as their centerpiece at this year’s show. Aerial firefighting was on the forefront at this year’s Heli-Expo show in California. All images by Damon Duran.
Sikorsky was a major player in the aerial firefighting presence, having a total of almost half a dozen aircraft that performed aerial firefighting missions on the convention floor. Featured aircraft that formed the centerpiece of their floor exhibit showcased the new CalFire S-70i along with sister ships from L.A County Fire and the San Diego City Fire Department on hand, all featuring an external tank fitted to each aircraft. This in addition to aircraft on the convention floor that included a UH-60 from Firehawk Helicopters and multiple other exhibitors in the static aircraft displays featuring several other UH-60 models that also performed firefighting operations. Not to be left out, one of the key exhibits on the floor of the Leonardo booth was one of the three Travis County (Texas) AW169 helicopters, which although a multi-mission municipal agency, mainly concentrates on EMS and aerial firefighting operations via Bambi bucket drops in Travis County. Although Bell Helicopter featured no center stage aircraft in their convention space, there were plenty of Bell assets on display in the static aircraft section of the convention floor that included
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firefighting aircraft from Santa Barbara County, a UH-1H from Pinal County Arizona and even a legacy Los Angeles County Fire Bell 47 that is no longer flying, but has been brought back to a beautiful static display by the City of Los Angeles for use as a public relations tool. One of the stars of the aerial firefighting displays at this year’s show was hard to get close to due to its unending line of curious onlookers, one of only two Airbus helicopters on display fitted with firefighting equipment, the belle of the ball being the mammoth AS332L1 Heli Austria “Firecat” fitted with the new Helitak Australia FT420 Firecat tank. Helitak Australia was another stand out exhibitor at Heli Expo this year with the FT4250, 1122 gallon tank debuting at this years show, along with the FT4500 fitted to a UH-60 from High Performance Helicopters on the floor and an additional tank on display for the AS-350 in display at the front of their booth. Helitak has continued to produce multiple solutions for the aerial firefighting market that have displayed their intent to be a major player in the external tank market, now having tanks capable of being fitted to the AS350, S-58T, S-61, Bell 212/214 and 412 in addition to the new assets for the UH-60 and AS332 market. The company’s tank infrastructure also includes logic controllers that enable the pilot of an aircraft to monitor telemetry that includes hours of operation, water collection volume, pump operation time, door settings, water drop volume and GPS coordinates for drop locations with an impressive fill time of under 50 seconds, able to complete a drop in under 4.5 seconds.
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Erickson Incorporated & Sikorsky Sign Development Agreement to Tackle the Future of Firefighting & Introduce S-64F+ at Heli Expo
Nighttime firefighting is complex and dangerous.
Erickson Incorporated, a worldwide leading operator, maintainer, and manufacturer of utility aircraft, and Sikorsky, a Lockheed Martin Company, and premier manufacturer and developer of rotorcraft and autonomy solutions have signed a development agreement aimed at tackling the future of firefighting in the 21st century. Erickson will work to develop the next generation of pilot optional nighttime firefighting solutions, integrating Sikorsky’s MATRIX™ Technology into a digitally enabled fire management system never-before-used in night firefighting. With next-generation flight controls and navigation systems powered by MATRIX™, Erickson will enhance cockpit awareness and flight crew safety during day and night operations. Erickson’s goal is to enhance our customers’ existing firefighting strategy, using technology to improve safety and protect lives, homes, and property. Currently, nighttime firefighting is complex and dangerous, making for a massive challenge in the market that needs to be solved in the safest way possible. Both legacy manufacturers are committed to developing a safe alternative to night vision goggles, providing new and innovative ways to enhance the safety for pilots not yet used in the commercial market. This endeavor will be cost-effective, executed in the safest manner in order to tackle the world’s largest fires — at night.
history with. Since adopting care of the S-64 global fleet in 1994, Erickson has continuously modernized the platform to support critical missions.” Doug Kitani, CEO Erickson Erickson has been the original equipment manufacturer of the S-64 since 1994. MATRIX™ Technology is one piece of Erickson’s new suite of firefighting technologies and modifications to the S-64 Air Crane® platform. Erickson also announced a new production line of the legacy Air Crane introducing the S-64F+ to the market at the Heli Expo show in 2020. Erickson’s recent aircraft orders and deliveries have signaled a demand for the S-64 as a firefighting platform of the future. We will transition to new production aircraft with the future introduction of the S-64F+. The future S-64F+ will include the following innovations and enhancements: • • • •
Incorporation of a modern engine, enhancing range and fuel efficiency New Composite Main Rotor Blades Enhanced cockpit and flight control system Improved water cannon to provide best in class performance
Erickson has identified the investment in product, plant, and equipment (PP&E) required to support our customers and these initiatives. Erickson is scheduling meetings with prospective buyers for the S-64F+ with our aviation sales experts.
“We are pleased to be working on this important initiative with Sikorsky who we have a longtime aerialfiremag.com | AF 39
Firescan Provides Critical Tool in Australia’s Bushfires This year, Firefighting agencies across the country are battling a dramatic increase in the severity and frequency of bushfires due to the impact of the ongoing drought and adverse forecast weather conditions. You may be surprised to learn that on any given day or night, high above the raging fires, a unique, high tech “eye in the sky” keeps watch, working round the clock to provide critical fire intelligence imagery and mapping data to fire agencies. AF 40 | aerialfiremag.com
This data provides an essential intelligence capability to assist incident management teams to plan and deploy tactical firefighting assets, 24h a day. So far this season Air Affairs aircraft have scanned equivalent to 50% of the total area of Australia.
Air Affairs Australia has provided Airborne Bushfire Reconnaissance services throughout Australia since 1994. Since its first demonstrated capability in the summer of 1994-95, the service has been used extensively in this unique role. Located in the Albatross Aviation Technology Park next to HMAS Albatross near Nowra with access to the airfield their aircraft are able to take off at short notice. Established as a crucial element in Bushfire intelligence gathering, Firescan captures line scan imagery of bushfire activity, delivered during both day and night-time flight operations, provide imaging of the ground, clearly defining active fire and burnt terrain through dense smoke. With many of these fast moving bushfires, the need for rapid wide-area fire intelligence is logistically critical in supporting ground firefighting crews. The service also allows for monitoring remote area bushfires. Images are transmitted directly from the aircraft via satellite, to operation centres, for near real-time utilisation.
Chris Sievers, Chief Executive Officer of Air Affairs Australia said, “It is personally inspiring to see the significant efforts our crew and staff undertake every year to provide and deliver this important service in a challenging environment. We are proud to support our Firefighting Agency customers in their critically important efforts to protect life and property. Firescan is an important part of our business, which we committed to 25 years ago with a vision of one day achieving a national and international service. The Air Affairs team was established using aerial bushfire surveillance experts which I am extremely proud of. We must now grow together with the fire agencies to meet evolving environmental challenges, to make certain we continue to contribute to the community that relies so much on us. We are committed to work with governments, both state and federal, to contribute our part of an evolving national aerial firefighting fleet.�
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FROM THE FAA MICHAEL BERRY, M.D.
Cancer, Heart Disease and Flying While cancer and heart disease remain the leading causes of death in the United States, remarkable advances in treatment have occurred in recent years. Many conditions that were previously permanently disqualifying for pilots can now be safely waived after treatment and evaluation.
Cancer Cancer and the treatment of cancer can both cause cognitive impairment. When mild, it may not be noticeable without specific testing. However, couple this fact with an aircraft emergency, other stress (financial, work, family, etc.), or hypoxia, and what had been manageable could become incapacitating. The most serious aviation hazard arising from cancer is a seizure. Sometimes this is the initial event for a primary brain cancer. More often, this is a consequence of metastatic disease (spread to the brain from somewhere else). It renders an individual unable to pilot a plane and can even interfere with someone else controlling the aircraft. There are medications which reduce the likelihood of a seizure, but the side effects of these medications are not compatible with flying. Pay attention to the warning signs for cancer which include unexplained weight loss, a change in bowel habits, cough (especially with bloody phlegm), unexplained pain, or a changing “mole” on the skin. Comply with recommended screenings. Having a colonoscopy at the recommended intervals (50 years of age) should almost eliminate the chance of developing colon cancer at a later date. Melanoma can often be cured if caught early enough. For all screenings, discuss your particular risk factors (such as family history, smoking, etc.) with your physician. See our July/ August 2019 Condition Inspection (p.6) for more information on melanoma.
Cardiovascular Disease There are a number of risk factors for heart disease and strokes. Most can now be managed if not entirely eliminated. Keep your weight down, follow a good diet, exercise, and don’t smoke. If you have high blood pressure, blood sugar, AF 42 | aerialfiremag.com
and/or cholesterol, get them treated. While the FAA has a robust program to mitigate aeromedical risk in those with known heart disease, the airman is ultimately responsible to heed the warning signs, whether cardiovascular disease has been diagnosed or not. Symptoms of cardiac disease may include chest pain with exercise, pain that radiates to the jaw or shoulder, nausea, and/or a crushing sensation in the chest. These should always be evaluated prior to flying. Remember though, cardiac disease can present without any warning signs, so it is best to discuss your particular situation with your primary care physician or your AME. Strokes can be devastating. For some, there are symptoms prior to a debilitating stroke. Temporary losses of function, called transient ischemic attacks (TIAs), are similar to strokes but last 24 hours or less with resolution of symptoms. Get evaluated prior to permanent damage. Should stroke symptoms present in flight, land as soon as possible. What should I do to prevent an inflight emergency from a medical condition? Prevention is the best strategy. Follow a healthy lifestyle and get treatment for underlying conditions. Follow the recommended screening schedule. If you have any of the symptoms discussed, do not ignore them. Talk with your physician or AME before you return to flying. If further testing is recommended, complete the evaluation. The FAA routinely allows pilots to fly with these conditions after proper evaluation and risk mitigation. Get treated; don’t risk permanent impairment. Dr. Michael Berry received an M.D. from the University of Texas Southwestern Medical School, and a master’s in preventive medicine from Ohio State University. He is certified by the American Board of Preventive Medicine in aerospace medicine. He served as an FAA senior aviation medical examiner and vicepresident of Preventive and Aerospace Medicine Consultants for 25 years before joining the FAA. He also served as both a U.S. Air Force and NASA flight surgeon.
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Partnership Efforts to Address Australia Wildfires As wildfires, or “bushfires”, burn throughout Australia, the USDA Forest Service and U.S. Department of the Interior continue to deploy wildfire personnel to assist with fire suppression efforts. The two departments have sent more than 200 firefighters since November of 2019.
The Forest Service anticipates the U.S. will provide additional support for as long as our Australian partners need us to assist.
The Fire year began in Australia in late July, with 2019 marking the country’s hottest and driest year on record. Over the last 20 years, drought and severe temperatures have significantly increased on the continent, resulting in larger megafires, more acres burned, extreme fire behavior and longer periods of burning. In late November, the National Resource Sharing Centre (NRCS), part of the Australian Fire and Emergency Service Authorities Council requested U.S. support to help with critical wildfire and aviation shortfalls in New South Wales and Victoria. “It was humbling to observe the Australians’ resilience, the response in Australia, and level of support from our agency,” said Forest Service Director of Fire and Aviation Management Shawna Legarza. “We will continue to learn from each other in this complex fire environment.” The Forest Service anticipates the U.S. will provide additional support for as long as our Australian partners need us to assist in containing the ongoing and new wildfires. The National Interagency Fire Center (NIFC) has received requests from the NRCS for several Type 1 Incident Management Teams, which are self-contained teams recognized for their robust training and experience managing large, complex wildland fire incidents. NIFC has also responded to the request for hot shot crews and a variety of specialized firefighting personnel. These personnel are from multiple land management agencies including the Bureau of Land Management, the Bureau of Indian Affairs, the National Park’s Service, the National Fish and Wildlife Service, as well as the U.S. Forest Service.
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The Forest Service has had an ongoing relationship with Australia and New Zealand since the 1950s through joint efforts and coordination between the North American Forest Commission, Fire Management Working Group (US, Canada and Mexico) and the Forest Fire Management Group (Australia and New Zealand). Bilateral Study Tours between the two countries began in 1951, but the first mobilization between the US and Australia/New Zealand occurred in 2000 when 96 fire management personnel from Australia and New Zealand were deployed to the US. The first mobilization of fire management personnel to Australia was in January 2003. NIFC is the nation’s focal point for overseeing all coordination activities for wildland fire and other incidents throughout the U.S. The center is comprised of eight different agencies and organizations: The Forest Service, Bureau of Land Management, Bureau of Indian Affairs, National Park Service, U.S. Fish and Wildlife Service, National Association of State Foresters, and U.S. Fire Administration. The Forest Service holds a well-established leadership role in forest management. By working to promote sustainable forest management globally, it helps address important issues such as, illegal logging, habitat protection for migratory species and of course fire management on National Forest System land, as well as on land under the jurisdiction of other Federal, tribal, state and local agencies when needed. During this devastating time, we reflect on the key Forest Service value of interdependence; how we depend on each other to mitigate wildfire risk and provide safety to the communities we serve, and shared stewardship; because fire knows no boundaries. Stay informed of continued efforts in Australia via the National Interagency Fire Center.
Pilot Safe as Helicopter Fighting Australian Fires Ditches
The helicopter, VH-ONZ, painted in distinctive pink paint as a tribute to breast cancer.
In a press release by the New South Wales Rural Fire Service on January 13, 2020, the service detailed the ditching of a Bell 205 at approximately 4pm. The Helicopter was detailed as a contract helicopter working for the NSW Rural Fire Service (NSW RFS.)
was then tasked to recover the aircraft from the dam to minimize environmental damage. The recovery was completed over the weekend as Australian Navy divers and heavy recovery crews worked to first right the aircraft and then float it to the surface.
AerialFire has learned that the helicopter belongs to Fleet helicopters, based in Armidale, New South Wales. The helicopter ditched into a dam on the Far South Coast of NSW.
The helicopter, VH-ONZ, painted in distinctive pink paint as a tribute to breast cancer, was recovered with what appeared to be a small amount of skin wrinkling damage aft of the front skid, a testament to the pilot’s skill in getting the aircraft down safely with minimal damage other than that caused by water damage.
The waterbombing aircraft, tasked to the Clyde Mountain fire, ditched into the Ben Boyd Reservoir in the Ben Boyd National Park at Edrom, in the Bega Valley Shire. The pilot was reported safe after the ditching, managing to swim to shore after the aircraft impacted the water. Due to the dam the helicopter ditched into being a water source for nearby towns, the Australian Navy
The Royal Australian Navy was called in to recover the aircraft from the water source, the recovery took several days, but resulted in the recovery of the damaged aircraft after the use of dive teams and flotation rigging to accomplish the recovery.
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Dauntless Air Installs First AT-802F FRDS GEN III Firegate in U.S. FORT WORTH, TEXAS – Trotter Controls, in collaboration with Air Tractor, Inc. is excited to announce U.S. availability of the third generation Fire Response Dispersal System (FRDS). FRDS GEN III is the state-of-the-art, all-electric, lightweight evolution of our firegate technology having a 30+ year track record of success. Dauntless Air, the largest and oldest operator of the Fire Boss AT-802F in the United States, has received the first U.S. installation of the FRDS GEN III firegate on airframe N8522Q in support of the STC process. Dauntless, in its efforts to support innovation in the marketplace, has been helpful in moving the new state-of-the-art technology forward in the US market by providing an aircraft for the prototype installation. Minnesota based FireBoss and New Mexico based Aero Tech are also slated to receive FRDS GEN III firegates in Q1 2020 for the upcoming US fire season. The FRDS GEN III firegate will be the only constant-flow firegate for AT-802F aircraft having an FAA STC and continues the evolution of the FRDS as the factory OEM firegate for new Air Tractor AT-802F aircraft. The firegate STC will become part of the AT-802F Type Certificate later this year and is available for factory installation on new aircraft beginning in April/May of 2020. Fred Fahey Aerial Services, Kennedy Aviation, and Field Air have been operating the much lighter all-electric firegate in Australia throughout the last two seasons with excellent results. Thanks to Australian-based Air Tractor dealer Field Air and our forward-looking Australian customers, the system has over 500 flight hours of in-service use in Australia. Those aircraft have been used heavily in the effort to stop Australia’s devastating wildfires this season. Operators and agencies have reported that the precise constant-flow operation, very high flow rate capability, and the lighter weight of the system provide significant advantages over competing solutions. The extensive update to the FRDS system includes more than 260lbs of weight reduction, all-electric operation (no messy AF 46 | aerialfiremag.com
hydraulics), 25% more flow than the previous factory firegate, integrated AFF tracking/ATU telemetry system, integrated foam injection control, and much simpler operation than previous systems. The technical staff at Trotter Controls, Inc. worked as a team to develop the state-of-the-art gatebox using 3D CAD modeling and many iterations of stress analysis to refine the lightweight design. The new gatebox design achieves a significant weight reduction by using aerospace grade materials, aerospace construction techniques, and reducing the parts count by more than 30% compared to the previous design. The controls and software team at Trotter Controls utilized their extensive expertise in meeting IAB tank performance specifications for VLAT and SEAT aircraft as well the fieldproven DataVault controller platform to develop a very simple and capable controls platform for the all-electric motor/ gearbox used to position the fire doors during delivery operations. The all-electric system allows for streamlined troubleshooting and reduced maintenance as compared to previous hydraulicsbased systems. A new modular pilot interface fits in the same envelope as the previous GEN II FRDS and provides the flexibility to mount switches wherever the operator prefers, with the main Pilot Interface display mounted in a standard 3” gauge cutout. The primary interface utilizes an advanced color OLED screen covered by anti-reflective glass and a back-lit silicone button overlay, greatly improving visibility in all lighting conditions. The light-weight controller, based on Trotter Controls’ DataVault product line, provides control for the firegate and includes built-in AFF Tracking and ATU telemetry capability that meets or exceeds fire agency requirements for real-time tracking and telemetry (NAFC & USFS specification compliant). For further information or to learn more about how the FRDS GEN III system can help maximize the efficiency of your aerial operations, contact Victor Trotter or Marc Gerth at Trotter Controls Inc, 817-535-2243 or info@trottercontrols.com.
US and International Patents Pending
NOW AVAILABLE IN THE U.S. FACTORY OEM ORDERS & RETROFIT KITS
After several years of development and hundreds of in-service testing hours while fighting fires in Australia, the Third-Generation Fire Response Dispersal System is hitting the U.S. firefighting market with the recent awarding of an FAA STC. This makes FRDS GEN III the first aftermarket constant-flow gate available with an STC.
The Pilot Interface has also been upgraded, featuring a color OLED display behind anti-reflective glass, surrounded by a multi-function silicone keypad. Larger, sturdier mil-spec switches have replaced the smaller GEN II switches, and can now be used to quickly change dump settings via up and down toggles, even with gloved hands.
Contact Trotter Controls or your Air Tractor dealer today for pricing & availability.
Those years of development have resulted in a major evolution of the trusted FRDS platform, with the most notable change being the elimination of all hydraulics from the system, replaced with a state-of-the-art electric motor with custom gearbox, and a brand new solid-state controller to replace the bulky relay box of the past. ga The gatebox itself has been completely re-engineered, contributing to an overall weight reduction of 260 pounds for the system. With a streamlined flow path and larger doors, a significant increase in the max flow rate has been achieved, while still delivering the reliable, consistant constant-flow capability the FRDS is known for. The brains of the system now reside in a compact Datavault-based b controller, while offering enhanced functionality. In response to NAFC & USFS requirements, the DataVault-based controller provides all mandated AFF Tracking and ATU Telemetry functionality, built-in from the factory.
DataVault Controller
FRDS GEN III Pilot Interface
10Tanker MSP & QP
CUSTOM HARDWARE & SOFTWARE Custom firegates and controls, retardant mixing, advanced tracking & telemetry, real-time data transmission, control & monitoring of critical mission equipment, and much more. Trotter Controls will help you develop the best solution for your unique mission requirements. We can also provide assistance for an FAA STC and other complex certification programs, and long-term support and warranty service. Contact Trotter Controls today to discuss your needs.
WWW.TROTTERCONTROLS.COM - CONTACT@TROTTERCONTROLS.COM TROTTER CONTROLS IS A TRUSTED TECHNOLOGY PARTNER WITH THESE COMPANIES, AND SEVERAL OTHERS:
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AIR TRACTOR DELIVERS.
AIR TRACTOR DELIVERS THE PERFORMANCE, EFFICIENCY, AND PRECISION THIS JOB DEMANDS. IT’S TIME YOU DEMAND MORE.
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