AerialFire Magazine January/February 2023

Side-by-Side With Firefighters for Sixty Years

Experience. Responsibility. Integrity.

For sixty years, PHOS-CHEK® has represented innovation in support of firefighting operations around the world. This innovation has always been driven by the needs of the firefighting community – helping them operate effectively and safer when they risk their lives to protect our forests, our communities and our lives.

At Perimeter Solutions, we couldn’t be prouder of our work as PHOS-CHEK celebrates its 60th anniversary, and we are committed to continuing our innovation and support for the next sixty years!

Trusted. Solutions That Save.

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AerialFire (ISSN 1081-6496) Published bi-monthly by Blue Sky Investments, Inc., 475 Myrtle Field Road, Perry, GA 31069

THE DROP

Ryan Mason ryan@aerialfiremag.com

Mentorship is the Key

Having just returned from two solid weeks of travel at conferences, the subject of mentorship came up at two separate meetings over and over. It made me reflect on the value of mentorship and what I may not have accomplished if not surrounded by the right mentors over the years, from my previous career in law enforcement to the first industry professional willing to give me photography and writing tips. I would not be in my role today without the values and lessons mentors have instilled in me throughout my career.

there to make their passage just that little bit easier for them than it was for us.

From firefighting pilot to maintainer, to air attack roles and everything in between, there are a million lessons that can be taught.

Going back, I doubt I would even be in the aviation world if not for the input of one of my very first mentors, my grandmother. Who would drive her car right up to the perimeter fence at the international airport and tell me to climb up on the hood of her car so I could experience the rush of having a 747 scream over the top of us on final approach.

Many people in this industry have stories just like mine. Ones where they can track back their aviation career to one pivotal moment that flicked the switch in their brain that started to crave the smell of jet fuel. The same feeling that makes you feel at home the second you smell that familiar airport smell.

During both conferences I was at, each had an awards ceremony, and like clockwork, each award winner would cite the tremendous impact that either one or many mentors had had on their careers. Showing them the right way to do things, the right path, or even greasing specific wheels that needed to be greased to give the mentee a leg up here and

During a get-together during one of the shows I was at, there were several conversations from some of the “old timers,” some who haven’t been active aerial firefighters for many years, referencing lessons learned from some of the greats, including Walt Darren. Guys referencing lessons they learned from one of the industry greats that had instilled knowledge in them that had helped keep them alive. One of the key takeaways I had from that get-together was that there were a lot of funerals back in the old guard’s day. When they didn’t have the knowledge that they do now, and the lessons they learned were from either lessons written in blood or taught by guys who had messed up but miraculously lived to tell the tale and share what they learned so that others wouldn’t make the same mistake they did.

If you read my column regularly, you may have read my column several issues back about tribal knowledge and the need to share that information for the greater good of the industry. Mentorship goes hand in hand with sharing tribal knowledge to equip the next generation with the tools and knowledge they need to succeed.

It doesn’t matter what industry you are in, you can’t put a price on the value of mentoring. To this day, I am still contacted by people I have mentored over the years that still reference things I may have taught them many years prior that have now become a conscious habit or something they use daily or have now passed on to the next generation.

From firefighting pilot to maintainer, to air attack roles and everything in between, there are a million lessons that can be taught. Those lessons can vary from how they conduct themselves on the flight line or radio to complex taskings like fighting a fire. That learning and knowledge have to be passed down from somewhere, and we all know that some things can be learned from reading a book, but many things in our industry have to be shown, practiced, and mastered over time. With willing mentors that can provide that pathway to success, we will continue as an industry.

From my own experiences and what I have learned from mentors, the value of what you can pass on to others far surpasses whatever benefit you may get in the short term from hoarding knowledge. There are so many lessons to be taught; I hope we as an industry will continue to teach those critical lessons and skills to those wanting and needing what we have to share.

Fly safe,

AerialFire serves the entire aerial firefighting industry reaching operators, pilots and tanker bases worldwide, including North America, Europe, Australia, Asia, Africa and South America.

Conair Tanker 165 fights fires in Port Macquarrie Australia. Photo by Rich Shaw.

Coulson’s S-76 and CU-47 rest at Van Nuys Airport in California. Photo by Hakon Askerhaug.

AERIAL FIRE PICS

10 Tanker Air Carrier’s tanker 910 takes off for another mission. Photo by James Dunn.

A European Air Crane S-64 scoops water on the move. Photo by Marco Bianchi.

The old and new of CALFIRE as the UH-1H and S-70 take part in training. Photo by Maureen Bonnessa.

Two Sécurité Civile CL-415’s scoop water in France during recent firefighting operations. Photo by Raphaël Savry.

AERIAL FIRE PICS

A Helicopter Transport Services S-64 dips at a golf course in California. Photo by Jeff Serpa.

A CALFIRE S-2 works the Flats Fire dropping a load of retardant. Photo by Kaileen Hannigan.

SUPPRESSING WILDFIRES. SUPPORTING FIREFIGHTERS.

For over 50 years Conair has partnered with governments on wildfire missions around the globe, operating the largest, privately owned, fixed-wing fleet in the world.

The Future of Aerial Firefighting: The Dash 8-400 Airtanker

Fast, fuel efficient and tactically flexible. A modern airtanker with a 10,000 litre/2,642 gallon capacity to drop suppressant over diverse geography. Setting the standard for Next Generation aircraft with OEM support to keep the firefighter flying for decades.

CLICK TO WATCH THE DASH 8-400 AIRTANKER IN ACTION...

Photo: Alexandre Dubath conair.ca

Conair Aerial Firefighting Receives Air Safety Award

Conair Group Inc., operating the largest, privately-owned fixed wing fleet of firefighting aircraft in the world, was presented the Back in Bevington Air Safety Trophy by the British Columbia Aviation Council (BCAC) on October 26th, 2022 at the annual Silver Wings celebration. The award acknowledges the organization who has made the most significant impact on air safety in the province.

Conair was selected for their commitment to safe operations, continually striving to improve outcomes and service while offering greater value to government agencies around the world.

“Our team of engineers have spent the last decade designing and certifying a specialized flight envelope advisory system which provides a wide range of mission flight information into our pilots’ field of view including angle of attack detail, slow-speed awareness, and instantaneous G-Loading. This critical information enables the crew to stay in the safe zone, minimizing exposure of the aircraft to high-risk excursions outside of the flight envelope,” shares Matt Bradley, CEO of Conair. “In addition, our Training + Tactics Centre recently enhanced its Mission Training System, the only platform in

the world of its kind where aerial firefighting pilots can train alongside government agency wildfire management officers in multiple flight training devices, practicing over the same simulated fire with dynamic fire graphics, mimicking the complex airspace you find in the real world. Everyone learns by doing and the repetitive practice in a controlled setting creates pilots who are better prepared for the missions.”

Conair has worked hard to promote a culture of safety over the past 50 years, this past year investing in a study to identify mission risks to improve compliance and risk management programs. The outcome has been an environment of accountability, with mission debriefs on successes and shortcomings, with the team holding themselves and each other accountable for their performance and their commitment to improve.

“Our pilots, managers and aircraft mechanics are to be commended for having the courage and discipline, day in and day out, to say no to a mission that is too dangerous to fly, and to having the humility to be able to admit a mistake or challenge their peers.” says Matt “They are the heroes behind Conair’s safety success.”

Representatives from Conair with the Back in Bevington Air Safety Trophy.

Nick Nenadovic Named President of Billings Flying Service

Billings Flying Service announced November 15th, 2022, that the company has appointed Nick Nenadovic as president of the company. Nenadovic will work hand in hand with the Blain Family to develop a leadership team to drive strategic growth, build customer engagement and experience, and position the company for expanded success.

“I am thrilled to join such an admired company with a people-first culture,” says Nenadovic. “Billings Flying Service has built an impressive company over the past 35 years, today delivering premier heavy-lift aerial services and unique

MRO support for Chinook operators. It is an honor to be chosen to help guide this exceptional company to the next level.”

Nenadovic brings more than 30 years of senior and executive-level management and profit and loss (P&L) leadership to BFS in aerospace, defense, and aviation industries. Most recently, he served at MD Helicopters in several executive positions, culminating as an executive vice president and one of four leaders on an executive leadership committee guiding the company through an ownership transition.

“We are excited to have Nick join our team here at BFS. His aerospace experience is exactly what we need to cement this company as a global industry leader in Heavy-Lift Helicopter Operations and CH-47 MRO. The Blain family is proud of the legacy we have created at Billings Flying Service, and we know that Nick will be key in helping to expand and grow the business in new and exciting ways.”

BFS was founded by two Montana native-born brothers in 1983 as an aerial spraying operation. Since that time, it has grown to operate and maintain aircraft around the world. The current fleet consists of CH-47D Chinook, UH-60A Blackhawk, and Bell 206 helicopters. Its aircraft support heavy-lift operations in global firefighting, construction, oil and gas, disaster relief, government contract, and film and television projects.

BFS also operates a Boeing-approved CH-47 MRO service specializing in airframe and component maintenance, repair, and overhaul for both civilian and military CH-47 helicopters, and a Honeywell approved license agreement for the repair and overhaul of Chinook Automatic Flight Controls System (AFCS) components. BFS’s MRO shop includes facilities, tooling, personnel, parts inventory, and test equipment to sustain the CH-47 at the depot level.

Simple flight data today, for a safer tomorrow.

Meet contractual requirements, effectively suppress fires, and get your team home safely with a globally trusted real-time flight tracking solution.

New South Wales Rural Fire Service Places Bell 412 in Coffs Harbor

Communities on the Mid North Coast are better protected thanks to a new multi-purpose Rural Fire Service (RFS) helicopter unveiled at Coffs Harbour today.

Minister for Emergency Services and Resilience Steph Cooke stated at a press conference on November 14th, 2022, that the $6 million asset is fitted with state-ofthe-art equipment including Forward Looking Infrared (FLIR) cameras, live video capabilities and winching equipment.

“This is the first time we have permanently based a helicopter at Coffs Harbour, representing a significant boost to the capability of our emergency service personnel during bush fires, search and rescue missions and other emergency operations,” Ms Cooke said.

“The RFS responds to a wide range of natural disasters and other hazards, so having this helicopter positioned and ready for action will keep our communities safer and stronger.”

Member for Coffs Harbour Gurmesh Singh joined RFS Commissioner Rob Rogers at the Coffs Harbour helicopter base today to officially welcome the new asset.

“Today’s announcement delivers on the NSW Government’s commitment made in November 2021 to improve aerial resources in regional NSW,” Mr Singh said.

“Our communities have faced many natural disasters in recent years so it’s fantastic that this aircraft will not only support our RFS volunteers and staff during their firefighting operations, but also assist other agencies responding to storms and floods.”

Commissioner Rogers said the RFS has the largest aerial firefighting fleet in Australia, including a 737 Large Air Tanker, two Citation aircraft and six helicopters.

“The strategic placement of the RFS aviation fleet is particularly important. Basing helicopters in Coffs Harbour, Dubbo and Tumut provides additional support for regional, rural and remote communities,” Commissioner Rogers said.

“In any emergency time is of the essence, and this aircraft is well-positioned in Coffs Harbour for rapid response to support multi-agency emergency response in this part of the State.”

Following this morning’s event, the helicopter was immediately dispatched to the State’s Central West to assist with flood rescues.

FireGuard Program Enhances National Guard’s Ability to Fight Wildfires

The National Guard’s FireGuard program has helped Guard members in California and Colorado detect and respond to wildfires – saving lives and property since the pilot program began in 2019.

FireGuard uses military satellites with the National Interagency Fire Center, U.S. Forest Service and the National Geospatial-Intelligence Agency’s Firefly capability to detect wildfires, notify authorities, and create products to disseminate to firefighting networks nationwide.

FireGuard uses the same algorithm as Firefly, though it’s filtered more and “sanitized” into unclassified products, said Army Maj. Jan Bender, the commander of the California National Guard’s FireGuard team.

“It complements and helps complete the picture on the ground for wildland firefighting partners,” said Bender. “We are one of the first incident awareness and assessment tools

that offers an overhead visualization of initial detections on wildfires and rolling assessments. There are a number of tools that come into play as a fire becomes a larger incident, but many times [firefighters] are not able to leverage [those tools] until the incident is a significant size.”

He said that’s where FireGuard becomes a game changer.

“In our program,” he said, “we excel at initial detections on wildfires in remote locations and [at] odd hours.”

The FireGuard program includes two teams of Air Force and Army National Guard intelligence analysts, one in California and in Colorado, who use the Firefly algorithm from the NGA to help interpret data from multiple sources and sensors, including imagery from satellites and drones. These products produced by FireGuard help generate overhead maps with polygons laid on top that depict fireaffected areas. They provide the firefighting community

In 2021, wildfires destroyed nearly 3,000 square miles in California, said Phillip SeLegue, deputy chief for the California Department of Forestry and Fire Protection. FireGuard tools improved the ability of the nearly 15,000 firefighters on the ground to do their job by enabling them to detect the spread of these fires better.

“One of the most critical components in saving lives and property during rapidly escalating fires is being able to make decisions based upon accurate and reliable situational awareness,” said Mike Morgan, director of the Colorado Division of Fire Prevention and Control.

High winds prevented manned overflight during the 2021 Marshall Fire in Boulder County, Colorado, that burned more than 6,000 acres. The FireGuard team provided the only products available to partners during the initial eight hours of the incident, facilitating the evacuation of about 35,000 people.

Morgan said that without the information provided by Task Force FireGuard, situational awareness at all levels would have been significantly degraded.

“Over the last two years, the FireGuard program has generated more than 47,000 geospatial products on more than 3,500 fires across the United States,” said Peter Vidmar, intelligence unit chief of the Colorado Division of Fire Prevention and Control.

Vidmar touts FireGuard as a program designed for rapidly changing weather patterns.

“This speaks both to the persistent nature of FireGuard support and the scale of the fire problem across the country,“ he said. “With more extreme weather conditions, the increase in wildland urban interface exposure, and the concept of a fire year instead of a fire season, the early clarity and situational awareness that FireGuard provides helps fill a capability gap.”

Guard members have the necessary security clearances and training in domestic operations to support the FireGuard mission, said Army Col. William DiProfio, chief of the joint staff for the Colorado National Guard.

“FireGuard has become an integral part of our domestic operations portfolio,” he said. “Our Task Force is providing early detection of wildfires on a national level, something that hasn’t existed until now.”

Rain Industries Announces Autonomous Firefighting Helicopter

Rain Industries, a leader in rapid initial wildfire suppression, announced November 4th, 2022, their next-generation autonomous firefighting demonstrator aircraft: the Rain MK2. The MK2 is an uncrewed aircraft system (UAS) based on a proven helicopter airframe. In conjunction with Rain’s fire agency launch customers, the MK2 will be used to demonstrate rapid initial wildfire response and containment.

“We have worked very closely with our fire agency partners to develop this system, and we continue to incorporate their feedback.” explains CEO Maxwell Brodie. “The MK2 is a demonstrator aircraft, which means that it will be deployed with our fire agency development partners in a limited capacity to inform requirements for a full-scale deployment.”

The MK2 is currently Rain’s largest autonomous system, and carries approximately 30 gallons of payload. It is designed to fly for over an hour with a 23 mile response radius. Equipped with Rain’s automation technology, the MK2 is capable of all phases of flight of a traditional helicopter: takeoff, hover, cruise, and landing with the exception that there is a remote operator providing oversight, rather than a pilot on-board.

“Every wildfire starts small. Automation enables us to position firefighting assets in high-risk regions, where it would otherwise be impossible to staff humans 24/7,” says Brodie. “The launch of our MK2 airframe is the culmination of 18 months of research and development efforts, and is a major step towards our goal of eliminating catastrophic wildfires.”

The MK2 demonstrator aircraft will support numerous pilot projects with fire agencies in California during 2023 as part of Rain's build-up program to provide autonomous wildfire suppression services to high-risk regions.

Coulson Aviation Secures C-130H Hercules Airtanker Four-Year Firefighting Contract in Western Australia

Coulson Aviation announced December 5th that the company was awarded a four-year firefighting contract with the Western Australian government for a C-130H Hercules Airtanker. The aircraft is already on its way to Australia from the U.S.

“ Western Australia is like a second home for this aircraft.”

“Coulson is proud to continue to support Western Australia with our C-130, which will be one of the key assets supporting the rapidly approaching and potentially devastating bushfire season,” said Coulson Aviation Australia CEO Britt Coulson.

“Western Australia is like a second home for this aircraft. It was the first place the airplane fought fire after we converted it and we’re pleased to see it return to its proving grounds.” said Britt.

Built by Lockheed Martin, the C-130 Hercules is a four-engine turboprop military transport

aircraft. Coulson purchased the C-130 from the Norwegian military and overhauled and converted it into one of the industry’s premiere large airtankers. It has a capacity of 4,000 gallons (15,000 liters) and is considered one of the world’s most powerful aerial firefighting aircraft due to its range, versatility, and suppression ability per drop.

Western Australia Emergency Services Minister Stephen Dawson warned last month of an unpredictable and potentially devastating bushfire season with bushland primed with undergrowth as a result of heavy rains and climate change. Coulson’s C-130H will be based in Busselton, Western Australia, to support fire suppression efforts throughout the season.

Photo by Daniel Batt

Columbia Helicopters Names Mike Tremlett as President/CEO

Current President/CEO Steve Bandy to Retire at Year End

Columbia Helicopters announced December 12th, 2022, that Executive Vice President Michael Tremlett has been named President/CEO effective January 1, 2023, to replace current President/CEO Steve Bandy who is retiring at the end of the year. Mr. Bandy will remain on the Columbia Board of Directors as Vice Chairman to continue to support the Columbia team. Columbia is a portfolio company of AE Industrial Partners, a U.S.-based private equity firm specializing in aerospace, defense & government services, space, power & utility services and specialty industrial markets.

“It is an extreme honor to take the helm of this incredible company and lead it into the next chapter,” says Mr. Tremlett. “I am looking forward to working with our entire team to propel Columbia Helicopters toward our 2023 goals and secure new opportunities while we continue to grow our services with our current customers.”

Mr. Tremlett has more than 26 years of military and civilian aviation experience, serving close to 20 of those years as a strategic business development leader in aviation manufacturing, MRO, and depot sustainment organizations. Mr. Tremlett joined Columbia as Vice President of Business Development in December 2021 and was promoted to Executive Vice President in July 2022. He has served in the U.S. Army as an AH-64 Apache aviator, commander, and later as a Commercial MRO Maintenance Test Pilot. Mr. Tremlett holds a Master's Degree in Business Administration from Regis University and Bachelor’s Degree in Political Science/Psychology from the University of Alabama.

“Mike is an outstanding leader and I believe he is the right person to elevate Columbia to new heights,” says Mr. Bandy. “After a very fulfilling 34-year career, the time has come for me to retire. From my beginnings here as a copilot to my time as President/CEO, the adventures, challenges, and people of Columbia have been a dream come true.”

Mr. Bandy joined Columbia Helicopters in 1989 as a copilot and built his career at the company through a variety of increasingly senior leadership roles. He was promoted to

Vice President of Operations in 2012, Senior Vice President of Operations in 2016, and to President/CEO in June of 2017.

“Steve has provided tremendous leadership these past five years through some difficult global challenges, and we are extremely grateful for his work,” said Columbia Helicopters’ Board Chair Bill Boisture. “Through Steve’s leadership, Columbia Helicopters was positioned to quickly pivot and grow its services despite a constantly shifting economic climate. We are excited to support Mike and the entire team, and we remain strongly committed to the continued growth of Columbia's three businesses: Global Aerial Operations; Maintenance Repair & Overhaul; and Aircraft Production as an OEM.”

We’ve been working side-by-side with firefighters for nearly 60 years. Our PHOS-CHEK® fire retardants were the first approved by the USDA Forest Service and they’re getting better every year.

We owe it to people to use the best science available. Whether it’s a product’s firefighting performance, environmental safety or effect on equipment and infrastructure –proof is required.

Developing fire safety solutions is more than a job. Our industry experts are part of a dedicated, multiagency group of people working to make the world a safer place.

Customers Purchasing Pratt & Whitney Canada Engines Can Now Benefit from a New Payment Solution

Pratt & Whitney Canada (P&WC), a business unit of Pratt & Whitney, announced December 6th, 2022 that it is collaborating with American Express (Amex) to provide qualifying customers with a new solution that will allow them to extend payment terms, when buying a new or used P&WC engine.

This new payment solution is part of our growing portfolio of services that offer our customers greater flexibility, when it comes to acquiring an engine and it reflects our commitment to developing services that meet their evolving needs”

“This new payment solution is part of our growing portfolio of services that offer our customers greater flexibility, when it comes to acquiring an engine and it reflects our commitment to developing services that meet their evolving needs,” said Irene Makris, vice president, Customer Service at Pratt & Whitney Canada. “Many of our customers are looking at alternate models to improve their working capital along with options that are specifically tailored to their engine and aircraft operations.”

The new payment solution with Amex will be attractive to customers who have commercial operations and who will appreciate the extended payment terms, allowing them to generate new revenues from the engine asset before having to pay for it.

“At American Express, we’re committed to providing payment solutions to help businesses gain greater flexibility and improve working capital to unlock new opportunities for growth,” said Phanikar Yenamandra, Vice President, B2B Strategy and Enablement, Global Commercial Services at American Express Canada. “We’re excited about this collaboration with Pratt & Whitney Canada, and to offer a payment solution that will deliver value to its customer base.”

The Amex payment solution, in the initial pilot phase, will be available to new and used engines sold outright or with an exchange as well as those under the company’s P&WCSMART™ program. Engine exchanges, whereby the customer exchanges the used engine for a new, used/time-remaining or freshly overhauled engine, are popular because they require fewer logistics than an overhaul and reduce shop times.

“Our portfolio of flexible, alternative maintenance and payment solutions continues to expand,” said Makris. “Along with our Amex collaboration, we have recently introduced our spare engine solutions portfolio including lease to own, on-wing leasing and long-term leasing options, all of which enable the customer to conserve capital, help keep operating costs down and economically extend the life of the aircraft. These solutions complement P&WC’s payment solutions offerings already available with our existing partners”

“

POWERING THROUGH

Let’s face it. This job’s not for everyone. Aerial firefighting demands nerves of steel and the power to fly at peak performance. The PT6 turboprop continues to be the engine of choice – built for full-load takeoffs in extreme hot and high environments, all day, every day.

LEARN MORE AT

PWC.CA/PT6

Erickson Delivers Eighth S-64 Air Crane to Korean Forest Service

Erickson Incorporated announced December 3rd, 2022, that the company had delivered the newest S-64 Air Crane® helicopter to their partners at Korea Forest Service (KFS) in South Korea. The aircraft, dubbed “K-9” by Erickson associates, furthers Erickson’s global mission of protecting life and property from wildfires.

Over a 20-year relationship with KFS, Erickson has produced eight S-64 Air Crane® helicopters in support of KFS operations. In 2001, KFS was the first foreign government to purchase an S-64 Air Crane®. From that point forward, Erickson and KFS partnered to establish and grow an exemplary firefighting and emergency response team. A recent initiative that epitomizes KFS firefighting strategy employs fire extinguishing technology, nighttime operations, and deployment of aerial firefighting agents.

“The S-64 is paramount to Korea Forest Service’s mission, and we are thankful for the opportunity to add to their fleet of Air Crane helicopters,” said Erickson Vice President of Marketing, Business Development, and Sales Ryan Perkins.

The recently delivered aircraft, accepted by KFS on December 3, 2022, began production in January of 2020 at Erickson’s manufacturing facilities in southern Oregon.

The manufacturing process persisted amid worldwide supply chain shortages, shipping obstacles, and logistics impediments.

“This aircraft is representative of Erickson’s ability to meet customer needs in trying times, and our team did a phenomenal job,” said Perkins.

Jeff Mecklenburg, Vice President, Aerosystems also commented on the dedication of the Erickson team, “The Erickson team was able to adapt to unforeseen circumstances to produce a superior aircraft. We look forward to continuing to overcome challenges in support of KFS and the global firefighting community.”

Erickson anticipates continued expansion of their partnership with KFS due to the capacity of the Erickson team to meet the needs of shifting global conditions.

Perkins commented regarding the capabilities of the S-64 helicopter, “The global demand is increasing for the heavylift helitankers, and Erickson stands ready to respond with the most effective and efficient rotary-wing firefighting machine in the air, the S-64 Air Crane.”

Erickson recently announced the delivery of the newest S-64 Air Crane® helicopter to their partners at Korea Forest Service (KFS) in South Korea. The aircraft, dubbed “K-9” by Erickson associates, furthers Erickson’s global mission of protecting life and property from wildfires.

To read the press release, visit: pr.ericksoninc.com/af-k9

Greece Prepares EUR145 Million Tender for 36 Amphibious Firefighting Aircraft

Every summer the Hellenic Republic faces devastating wildfires that are pushing the Mediterranean nation into a constant struggle to improve its capacity and readiness to effectively fight natural disasters that cause enormous damage throughout the region. The key tool in combating this threat is the various aircraft leased under contract from private operators or provided as assistance by the European Union and other nations.

In an effort to further improve the greek-owned aerial firefighting capabilities, an invitation to participate in a preliminary consultation related to the planned acquisition of new fire-fighting aircraft was published by Greece’s Ministry of Climate Crisis and Civil Protection on 22 November 2022. The public call invited interested parties to take part in the request for proposal (RFP) with bids closing on the 24th of December 2022. With an anticipated decision by Greek authorities early in 2023 on the acquisition of Greece’s new dedicated aerial firefighting platform.

The technical specifications presented as part of the ongoing preliminary consultation define the requirements and operational characteristics concerning the supply of a total of 36 factory-new single-engine turboprop fixed-wing aircraft in amphibious configuration, out of which 30 would be singleseat and 6 twin-seat/dual-control planes.

The documentation stated in the RPF requires an aircraft that can maintain:

• A maximum cruising speed of at least 150 Knots

• Range of at least 500 nautical miles

• Operational autonomy of at least 3 hours

• Built-in tank of at least 3,000 liters (approx 800 gallons)

• Possibility to operate from 3200 feet minimum runway at maximum take-off weight (MTOW)

• Ability to start the engine without an external power source.

The required 36 aircraft are to be delivered within six years from contract signing, with six aircraft (of which at least three should be twin-seaters) within the first year. A further six aircraft are to be delivered within two years, and six additional single-seat aircraft annually over the following four years.

The yet-to-be-selected supplier must provide full support of the aircraft with spare parts, based on the annual flight hours time of the fleet (power-by-hour model) for a period of four years. For budgetary reasons, the 300 flight hours per aircraft are planned annually with buyers keeping the option to operate planes even above this limit.

The supplier along with its offer is obliged to submit a complete and precise training plan for 10 pilots and 15 technicians that are to be trained in the minimum required time. For operational training, the supplier shall provide 3 instructors on site in Greece for a period of 2 years upon the delivery of the first three twin-seat aircraft, while additionally providing one instructor in the second year for a duration of at least one year. Said instructors will also carry out operations during the summer season.

The initial training of technical personnel (theoretical and practical modules) shall include all the required training for the technician to be capable of maintaining the type of acquired aircraft. The practical training must have such an extent that upon its completion the technician will be able to independently support the aircraft.

The procurement will be co-financed by the European Union’s NextGenerationEU instrument, more precisely within the framework implementation of the project “Purchase of amphibious fire-fighting aircraft for the islands clusters” of the action with code 16911 included in the National Recovery Plan and Resilience “Greece 2.0”, then by the Greek National Strategic Reference Frameworks (NSRF) 2021-2027 program and also by the European Investment Bank (EIB). The total VAT-exclusive budget for this procurement is estimated at 144,906,378.00 Euro.

Based on publicly available documents it is very likely that Greece has fashioned the RFP toward procurement of the US-made Air Tractor AT-802 Fire Boss amphibious aircraft, a globally popular and highly efficient fire-fighting water bomber that is also well known in Greece where it has served under lease for the past few years proving its operational effectiveness and suitability to the Hellenic Republic.

Manufactured by Air Tractor Inc., the Air Tractor AT-802 Fire Boss is a Type III Single Engine Air Tanker (SEAT) that carries 3,104 liters (800 gallons) of water in a hopper

located between the engine firewall and the cockpit. For precise fire-fighting operations, the plane is equipped with the Fire Retardant Dispersal System (FRDS) all-electric firegate coupled with an advanced computer in the cockpit that gives the pilot the ability to choose how it will use the water/foam/retardant the plane carries: from making multiple drops on same or different fires with a single water reservoir; through the creation of 600-800 meter-long, 10 meter-wide uninterrupted retardant barrier lines intended to stop the wildfire spread.

The AT-802 is available as a single-seat (AT-802A) or twinseat (AT-802) aircraft, equipped with conventional landing gear (two main wheels and a tail wheel), the AT-802 operates from airport runways as well as from short dirt strips and/or public roads. In this variant, the plane is filled with water on the ground from firefighting or water-carrying trucks, from a water tank, or simply from a hydrant. When using a high-flow pump, the time to fill the plane is less than 2 minutes.

When equipped with the Wipaire 10,000 amphibious floats, the aircraft is known as the AT-802 Fire Boss. This firebomber can land on traditional paved or unpaved runways and be filled with water on the ground or can scoop/collect water by skimming the surface of rivers, lakes, dams, and open seas.

The current production AT-802s are powered by a 1,700 HP PT6A-67F engine that drives a metal five-blade Hartzell propeller. This engine’s low average fuel consumption of 80 gallons/hour combined with the aircraft fuel capacity of 380 gallons (accommodated in two integral fuel tanks) allows operational endurance of more than 4 hours at temperatures of up to 49ºC. The Direct Operating Cost of AT-802 is in the range of $900 per flight hour.

With Bombardier CL-415 Canadair out of production since 2015 and the fate of its announced successorthe De Havilland DHC-515 Firefighter - still uncertain, the AT-802 remains the only purpose-built firefighting aircraft currently in production in Europe and the U.S. Its serial production continues at a rate of some 25 aircraft annually.

Over 950 AT-802s have so far been produced and the aircraft is now a firefighting standard for most wildfiresprone countries.The twin-seat AT-802 can accommodate a back-seat observer and a camera system with live video transmission to ground-based operational centers. The two-seater is also often used as a command post for aerial firefighting coordination while at the same time being utilized for training new and proficiency checks of existing AT-802 pilots.

2022 2022 Year In Review

2022 saw a mild fire season for those on the west coast compared to previous years. AerialFire magazine chronicled as much as we could throughout the year to showcase the aerial firefighting industry and those who work in our industry, from pilots to agencies, operators and the vendors that support them every fire season. Take a look at each of our 2022 issue highlights in this story.

Jan/Feb 2022

Sacramento Metro Fire was also featured in this issue, showcasing their unit that utilizes two UH-1H helicopters for aerial firefighting and search and rescue operations in Sacramento County, California.

This issue featured the famed radial S2 on the cover, telling the story of Tanker 95, a radial engined S2 given new life by Bill Garrison in Kansas that was put into service for the Kansas Fire Service after use of his ag aircraft for aerial firefighting proved not to have the capacity he desired.

In the January/February issue, we also paid tribute to aviator Marc “Thor” Olson, who was tragically lost during an aerial firefighting mission. Thor was an experienced aviator that had spent the first part of his aviation career in the Army, transitioning to the Air Force as an A-10 pilot before beginning his second career in aerial firefighting after completing his military service.

March/April 2022

This issue also saw our first feature on the increased fire danger and global aerial firefighting response in Greece, which over the last several seasons, has seen the need for more and more global assets to fight fires there due to the ever increasing demand as more and more fires cause danger to Greek homes and lives.

Conair’s first deployment of the Q400AT in the United States for firefighting was also detailed in this issue as part of the ever-growing fleet of contract aircraft that assist in aerial firefighting missions throughout the United States from large contract suppliers like Conair.

The March/April 2022 issue of the magazine featured Ventura County, California, as the cover story for this issue, detailing in their unit profile article the many aircraft changes that have occurred over the unit’s 30 years in operation, culminating in their first of type transition of the HH-60L into a Fire Hawk aerial firefighting platform.

Charlotte County, Florida’s Sheriff’s Aviation Unit was the cover story for the May/June 2022 edition of AerialFire Magazine. We detailed how the unit has continued to add capacity and capabilities, including the design and implementation of a custom-made foam injection system that has assisted in the agency’s firefighting ability since its inception.

May/June 2022

The May/June issue also featured a recap of the Aerial Firefighting North America show, held in San Diego in March. The show was another wellattended successful show held by Tangent Link. The show features some of the world’s top experts in aerial firefighting speaking and a very busy trade show floor.

Also featured in this issue is a feature on a new powerhouse in the aerial firefighting industry as we speak with Queensland-based Helitak Firefighting Tanks, the designer of the new FT4500 low-profile aerial firefighting tank for the BlackHawk among many other tanks that have been in service for many years helping aerial firefighting operators fight the fire more effectively.

July/August 2022

July/August also saw the introduction of Leonardo’s C27J firefighter aircraft as an alternative nextgeneration firefighting tanker being pitched to the industry with a 2,100-gallon drop capacity that will launch from two internal tanks that can be used for both retardant and water dispersal. The MAFFS 2 tank system is, like the C-130 system, a roll-on/ roll-off system that can be removed or installed as needed for the mission.

The Australian fire season was also detailed in this issue in a story by Australian correspondent Dave Soderstrom who gave an in-depth recount of the 2021-2022 firefighting season in Australia, covering the greatest wins and losses in the Australian season, along with in-depth coverage of the international contingent of aircraft that were sent south to help for the season.

CoFire Aviation returns to the cover of AerialFire for the second time in this issue to detail the company’s winter training program that features a first-of-its-kind interactive VR training as part of the company’s overall training program that integrates a VR aerial firefighting scenario that also involved MAFFS teams from the military participating during their training happening on the other side of the country.

September/October 2022

Alaska’s Pathfinder Aviation was the featured cover story in the September/October issue, showcasing the expertise and agility of the Alaskan-based aerial firefighting operator that spends a majority of their fire season fighting fires in the lower 48 with their large fleet of Bell medium aircraft.

This issue also featured a tribute to the six fallen aerial firefighters lost during a horror period for the aerial firefighting industry this fire season, with the loss of four people in a Huey crash and two during a firefighting mission in Idaho in a CH-47.

Jeff Serpa covered the deployment of California’s Quick Reaction Force in an article detailing this world’s first public/private partnership that involves the deployment of public assets from all over California and the deployment of assets from Coulson Aviation that include their CU-47 and S-76 for both day and night time firefighting operations.

November/December 2022

Drone technology was also covered in this issue, detailing the use of drone technology by the USFS in mapping wildland fires from above and how the USFS has been deploying UAS assets around the country in the hopes of getting a jump start by night deployment to assist on daily operations, which has been making a dent during the recent fire season.

Brazil’s aerial firefighting ability has been steadily growing each year, to the point that this year, the South American country opened its first research station dedicated to aerial firefighting technology and sustainability that was covered by our South American correspondent Lucas Zanoni.

Colorado and Canadian-based HeliQwest aviation was our feature story in the final issue for 2022. Our feature story on this one-ofa-kind operation detailed how the company that started as a modest logging operation transitioned into being a multi-national aerial firefighting operator that has been at the forefront of developing its version of the UH60 with its type certificate for aerial firefighting operations, including deployment to Australia in partnership with an Australian operator.

Firefighter Safety During Aerial Operations

by Dan Reese, Photos by Marty Wolin

During my 35 years as a wildland firefighter, I’ve been involved and privy to many stories about near-death experiences. Those stories often involved ground firefighters being hit by a portion of 27 thousand pounds of retardant dropped at 150 knots or firefighting aircraft hitting wires and losing half their tails. It is sadly true that wildland firefighters have been seriously injured or killed during aerial operations from retardant and water drops.

I have known some lucky firefighters who found themselves disoriented with the wind knocked out of them. When they opened their eyes, they were tossed down the line, coated with retardant or water and wearing whatever was next to them, like a fire engine or a tree. I say lucky because they have survived to talk about it. Sadly, as of 2018, the wildland fire service has endured a documented firefighter fatality due to a tree strike due to an air tanker drop.

Firefighter safety under aerial operations has long been described as lying face down in the dirt with your head covered, facing the airdrop, and with your tool out to the side. Seventeen years ago, I transitioned from fighting fires from the ground to fighting fires from the air. Having done both, I now realize how much more there is to surviving during the aerial firefight. Employing this knowledge will assist those of us engaged during the aerial firefight. It also

will make it easier and safer for aerial firefighters to support ground operations.

Every aerial firefighter’s goal is to provide the safest and most effective operation possible to support ground firefighters and their tactics. To be safe means having good communication; knowing the location of other aircraft and ground hazards such as wires, towers, and snags; being aware of firefighter locations; having clear operational objectives, and achieving safe drop heights. To be effective means having the optimal drop: no shadowing, continuous line, no trenching, good canopy penetration, appropriate coverage level, and a line that holds as well as can be expected.

So why should ground firefighters contact and communicate with the air tactical group supervisor (ATGS) or helicopter coordinator (HLCO) commanding the aerial firefight or aircraft over the fire? The answer is simple: aerial firefighters are overhead with a bird’s eye view of the battle. We can advise ground crews about fire behavior, rate of spread, size, location, and access, equipment that may need to be ordered or canceled. We can identify secondary lines and any other tactical questions those on the ground might have. What’s more, we’re around when someone gets into trouble and needs help. We can direct additional support to the site. ➤

Coastal Air Strike’s agile, forward-attack SEAT (single engine air tanker) and Fire Boss (amphibious SEAT) aircraft are your best chance to contain small wildfires, to prevent them from becoming big wildfires. Their ability to operate from virtually all airports, ranging from large tanker bases to remote airstrips – even reloading at portable retardant bases – along with the Fire Boss’s ability to scoop nearby water sources, proves them invaluable.

We in the air need help with the identification of aerial hazards or communication about something hanging out of place on the aircraft or falling from an airplane. Aerial firefighters have come in contact with ground hazards such as power and/or telephone wires, poles and towers, antennas, cables strung across canyons and creeks, other aircraft, brush and trees, and large snags hidden by smoke. And all these ground hazards need to be communicated to aerial firefighters.

So how are the ATGS, lead planes, air tankers, or helicopters contacted? All aircraft have guarded radio frequencies, meaning the channel may not be muted. Typically two guarded channels are being monitored by those of us in the air. The first guarded channel for most agencies is AIR GUARD. A frequency that never changes in firefighting aircraft should only be used as a hailing frequency.

The second guarded frequency is usually the assigned AIR to GROUND. This frequency is typically assigned by region and may change from one fire to another. The air-to-ground is the most appropriate frequency to contact someone in the air and should continually be monitored. If ground crews choose not to monitor the air to ground, they gamble the ATGS will be able to find them for directions or to identify a hazard.

The ATGS monitors up to five or six radios simultaneously and may be saturated, prioritizing which ones to answer. This makes it essential always to announce the frequency when calling an aircraft.

So What Does It Look Like When We Are Not Safe And Effective?

Aircrews’ and firefighters’ safety considerations must be realized and communicated as needed. To prevent firefighter injuries or fatalities in retardant drops, the load of retardant delivered by type 1 and 2 air tankers must be dropped from an altitude of 150 feet, very large air tankers at 200 feet above the tallest vegetation as per policy and contract. This helps secure the safety of aerial and ground firefighters, as the proximity to vegetation and terrain may affect pilots’ reaction time. Make no mistake; helicopters have also injured firefighters from water drops.

The drop height is critical not only to ground crew and pilot safety but also to drop effectiveness. We have observed over many years a propensity to drop lower when things appear to need to be fixed as well as expected. As we say in the air world, “On line, on target does not always mean we are being effective.”

If the wind blows so hard that the retardant is ineffective, ask yourself, “Should we be asking aircrews to perform this mission?” I would challenge you to proactively raise

this question with the incident commander or the ATGS. Although a difficult decision, this is an excellent time to think about halting air operations over that part of the incident.

So how does one know if a retardant drop will be effective? First, we must understand what happens to the retardant when it leaves the aircraft. The retardant in the aircraft travels at the same speed as the aircraft. When the doors open, the retardant is forced out by gravity or air pressure, depending on the drop system. Once it exits the aircraft, the retardant starts to slow down as it hits the air stream, breaking up from a large mass to smaller droplets. The ideal goal is for all of the retardant to impact the drop area as a gentle rain, straight down without forward motion.

Retardant raining straight down will allow for the evenest penetration into the fuel canopy, allowing for the best coverage of the fuel load. Retardant carried forward into the canopy, on the other hand, will account for what is called shadowing, where only one side of the fuel is covered, and the other side is left untouched as the remainder of the retardant passes by. ➤

The danger under any helicopter occurs when drops are made at high speed with a “g” load (centrifugal force) added to the drop.

It would be equivalent to spraying someone straight on with a hose. The person would only get wet where the stream impacts them, whereas if one were to point it up in the air and let it rain down, there would be a more three-dimensional coverage.

To determine if the forward motion of the drop has been stopped, we need to look at the leading edge of the drop. If a wall of uneven gaps is seen, forward motion is likely left in the retardant. Heads cause these gaps, or individual fists of retardant carried forward with such velocity that the air has not sheared them to stop their forward momentum. Here are some pictures to help illustrate drop dynamics.

Now that we understand drop dynamics, we can talk about effectiveness. Not all drops will be effective, and many variables must be considered when evaluating the result. If the drop did what you expected, it was effective. If not, then what happened? The first thing to assess is the coverage level used on the drop -- the amount of retardant used. This “coverage level” is figured by the number of gallons dispersed over 100 square feet -- a 10-foot by 10-foot square. If we want coverage level 1, we will figure 1 gallon of coverage in 100 square feet, coverage level 2 equaling 2 gallons per 100 square feet, and so on. The basic starting points for determining adequate coverage levels are as follows:

• Coverage levels 1-2 are good for grass.

• Coverage levels 3-4 are good for grass/brush

• Coverage levels 4-5 are good for brush

• Coverage levels 6-8 are good for brush and timber

Sometimes, the fuel load and fire behavior are such that no amount of retardant would stop the fire. What may be forgotten is that retardant is called retardant because that is what we are using it to do -- otherwise, we would call it fire putterouter, and our name for that is a firefighter. Other indications of an inadequate drop include but are not limited to the following:

• Scalloping, where there are thin spots and thick spots in the retardant line. This may happen due to a bad overlap of retardant drops or crosswinds.

• Shadowing, where retardant is dropped with too much forward airspeed into the canopy. The drop height needs to be raised.

• Too much drift due to wind, where the retardant drifts down range where it will not be useful.

• The line is too narrow, which may be a sign the tanker was too low, or the fuel load and burning conditions are such that it may need a double wide line.

• Soil and vegetation are physically disturbed (including broken branches), which is a definite sign that the tanker was too low.

• Retardant not penetrating the canopy. This is difficult to overcome, but a lower viscosity retardant or a heavier coverage level may increase penetration. Request a heavier coverage level.

• The consequences of ineffective drops may eventually be compounded if corrections are not made and communicated to the aerial firefighters, with these potential results:

• Burn through

• Larger fires require more drops

• Increased exposure to both ground and aerial firefighters

• Increased potential for firefighter injury

• Damage to equipment and firefighters

The safety of ground personnel is paramount. There are several ways in which firefighters on the ground should know when a retardant drop is imminent. One may be radio advisement from the ATGS or tanker pilot. A second may be a dry run by a lead plane, which leads the air tanker through the drop, or the air tanker itself. When a lead plane passes overhead, it should always be assumed that a retardant drop may follow in five or six seconds.

Firefighters who find themselves in the path of a drop without time to escape should assume the drop position. ➤

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GLOBAL LEADER IN FOREST HEALTH MANAGEMENT

Even the most experienced pilots are subject to human error and the forces of nature in the form of fatigue, downdrafts, and turbulence.

Low drops have seriously injured firefighters, uprooted trees and brush, crushed and seriously damaged fire equipment, and moved large boulders. Firefighters are unwise to become complacent around air tankers and helicopter drops.

Another unseen hazard of aerial operations is vortex turbulence. These are disturbances in the air caused by air slipping off aircraft wingtips in flight. They are horizontal whirlwinds that may have velocities of 25 miles per hour or more. They can cause sudden, violent, and erratic changes in fire behavior, such as spotting and flare-ups.

Many firefighters are perfectly comfortable working under helicopter operations. These operations may occur with helicopters using tanks or buckets. Buckets are hooked to what is referred to as the belly hook, which may be remotely released. Buckets range from 80-1500 gallons and weigh tons when filled. It is not common for these buckets to be accidentally jettisoned, but it does happen, so firefighters beware.

Helicopters with tanks use snorkels to suck or push water into a tank fixed to the fuselage. These tanks range in capacity from hundreds to thousands of gallons. The drops may be split to drop multiple times from one load of water. The danger under any helicopter occurs when drops are

made at high speed with a “g” load (centrifugal force) added to the drop. This maneuver helps the helicopter pilots sling the water into the fire or fuel. There is also a danger when a substantial volume of water is spot dropped at once, such as when the helicopter is in a hover or moving very slowly.

So, what should firefighters do if they find themselves in the path of a drop? Make every attempt to get out of the area. Stay away from large, old, or dead trees. Never, never stand in the path of a drop to watch it. The center 15-20 feet is where the greatest retardant concentration will be. Find something solid and stand behind it; if nothing is available, assume the drop position, face down facing the drop covering your head with your tool held out to the side.

When the target is obscured, many FFs stand nearby, using themselves as a reference to talk a pilot in. Having been in these situations both on the ground and in the air, I’ve found that using a fusee, mirror, or panel is the better option. After the drop, exercise caution as retardant and water with suppressants is very slippery. Watch your footing, and wipe any retardant off your hands and tool handles.

In conclusion, it is of the utmost importance for ground and aerial firefighters to maintain good communication and respond accordingly. Good communication will lead to more effective fire operations and added safety for everyone involved in the firefight.

by Ryan Mason

The Last Mission

Conair retires its Electra and Convair fleet, ending over a half-century of service.

Few regions of the world are left operating 60-year-old air tankers and the retirement of the last of Conair’s legacy fleet this past summer means there are now less than a dozen of these old birds still fighting fires around the globe.

“For decades, we operated one L-188 Electra and nine CV580 Convair air tankers, executing missions in western Canada and the US. But the aircraft was getting old,” said Jeff Berry, Director of Business Development at Conair. “The risk of obsolescence became critical to our continued emergency response services. We had to take the leap and modernize to ensure we can continue to offer our agency partners reliable air tankers well into the future.”

The Electra was the first to retire in 2020 after Conair converted the 1960s commercial airliner into an air tanker in the 1990s. And the last to retire was the Convair, with the remaining three air tankers finishing their contracts with BC Wildfire Service in September. “We chose to convert only one L-188 into an air tanker

as the Convair offered the support of an active and local Original Equipment Manufacturer, KF Aerospace, which was key to a successful maintenance program,” shared Jeff. “There was also a larger inventory of airframes, and the CV580s were slightly more fuel efficient.”

Like many fixed-wing aerial firefighters, the aircraft lived prior lives before becoming fire bombers, with some having more colorful histories than others. Convair Tanker 454, for instance, began 69 years of service in 1953 to airlines, freight carriers, and forest fire protection agencies. When it was only six months old, the aircraft, working for United Airlines, sustained a mid-air collision with an American Airlines Convair at 11,000’ just east of Chicago.

The collision ruptured both fuselages, but the Convairs were able to land, with only one minor injury reported. As a result of the accident investigation, FAA regulations were enacted to require rotating anti-collision lights on all aircraft over 12,500 lbs. ➤

The Conair Convair 580 during a mission in Wenatchee, Washington. Photo by Jason Wiegand.

Any Conair pilot that flew her always commented on her need for extra attention to the rudder trim! After her incident, she returned to the airlines for passenger and freight service until 2001, when she began the final leg of her career as an aerial firefighter, joining Conair to become Tanker 454, where she spent 21 years fighting wildfires from Anchorage to Alberta to Austin, with many bases in between.

Both the Convair and Electra were exemplary aerial firefighters, logging thousands of hours and drops over the years. “The Convair was from the age before computers were designed. It was extremely rugged and overbuilt for safety. If the Air Tractor is like the Swiss Army Knife – can do anything – the Convair was like a sledgehammer.

Anytime you have a plane with more power than you need, the pilot is happy,” explains Anthony Ussher, former Captain of the CV580. The tankers were basic, with interiors gutted to maximize the tank capacity. Cockpits were hotter than the temperatures outside, with only a couple of tiny fans circulating the air. “I’ve placed a thermometer in there,” said former Convair Captain Grahame “Whiskey” Wilson. “And it’s ten degrees (Celsius) hotter inside than the outside air temperature. So when it’s 40, it’s 50 in here.

And on top of that, we wore Nomex flight suits.” With over 40 years of aerial firefighting experience, Grahame had flown the DC-6, Firecat, and Bird Dogs, but the Convair had been his aircraft for the past two decades. He likened the Convair to a car without power steering. “It’s cumbersome on the controls. Modern aircraft have hydraulically boosted controls like ailerons, elevators, and the rudder. But this one is all pulleys, cables, and muscle. There’s a saying in the Convair world: ‘Forget the sim, go to the gym.’”

Captain Grahame Wilson retired on the last flight of the 580. Photo by Aaron Burton.

Grahame Wilson and Jon Thomas. Photo by Aaron Burton.

“The aircraft themselves were in great condition,” says Brad Belyan, Director of Maintenance at Conair. “We probably put in 8 hours of maintenance to 1 hour of flight time. These machines are meticulously maintained, receiving a complete and thorough inspection, paying attention to the smallest details every winter by our team. But inevitably, the older they get, the more problems occur. And it becomes very challenging when there is limited parts availability, especially for major equipment like landing gear and engine components. There is only one company in the world right now overhauling props.” ➤

Conair's tanker 442 in Fairbanks, Alaska along with some keepsakes of the 580. Photo by Trevor McMahon.

If the Electra or Convair were a car, they would be considered a classic, or even antique; much loved but no longer the best suited for emergency response. The average life of a firetruck is 20 years. These airframes are over 60. “Dispatch reliability is core to the firefighting business. We needed to invest in a new aircraft before airframe integrity or maintenance became an issue.” shares Jeff.

“It’s a natural evolution,” shares Larry Pahl, Director of Airworthiness Engineering at Conair. “We were looking to replace our DC-6 and Firecat fleet in the 90s, moving from piston aircraft to turbine. Now, 30 years later, we are

replacing our Electras and Convairs with the Dash 8-400 air tanker, offering greater speed, efficiency, agility, and, most importantly, reliability. The Dash will be flying far into the future, retiring well after many of us at Conair!”

The last wildfire the Convairs fought occurred on September 10th, 2022, a significant fire on many levels. First, the CV580s were on loan from British Columbia to Washington state, a fantastic display of cooperation between agencies to accomplish a fast response to the Crumbacher Fire, supporting the Tonasket Fire Department, Forest Service, and DNR.

Conair's Convair 580 completes its final drop. Photo by Aaron Burton. Photo by Troy Keswick.

Equally notable was that this fire was the first and last fire the Convairs flew with Aero-Flite’s new Dash 8-400 air tankers. Grahame, who had trained his First Officer Jon Thomson all summer and had recently seen him move into the Captain role, flew alongside Jon on the wildfire in his CV580. Finally, it turned out to be Grahame’s last mission before retiring, with him receiving many “Hi Whiskey’s!” from the crew across both sides of the border.

Not all the retired tankers will end up in recycling, with parts being sold to remaining operators who stockpile a dwindling pool of components for future repair and replacement. Conair Tail 52 joins KF Centre for Excellence in Kelowna, British Columbia, a welcome addition to the center’s iconic aircraft collection. And Tail 55 is now living out its retirement at the British Columbia Aviation Museum, joined by Grahame, who decided to retire simultaneously. “The stars aligned,” says Grahame. “I’m over 65, and so are the airplanes. So, after 20 years of flying the Convairs, I thought it would be a perfect time to retire. I have flown 55 since 2012, and I am lucky to now show her off at the museum, working as a docent. I love the plane.”

The fleet will be missed. Residents around tanker bases grew up with these tough planes, relying on their ability to

protect them from wildfires. And the Conair crew grew their careers working on the beasts. The vintage aerial firefighters will not be forgotten, but with everything, the only constant is change. The sleek new Dash 8-400 air tankers will fill the remaining legacy fleet slots at tanker bases next summer, joining over 14 already in service worldwide.

Photo by Chris Bingham.

Wildfire Drone Technology Continues Growth

Drone technology has gone through several advanced development loops in the last decades to a point where they are becoming better positioned as unmanned systems that can be used for various use cases, from inspections of critical infrastructure (such as powerlines, oil and gas pipelines, railways, etc.) to search and rescue missions both during the day and night, to general aerial surveillance missions to support any law enforcement entity to get realtime awareness of a location that cannot be accessed.

The Wildfire Challenge and Future

Wildfires are everywhere, from California to Europe and Australia – increasing in frequency and intensity. In 2020, over 10.2 million acres of land were affected by wildfires in the United States alone, compared to just 3.4 million acres lost in 2010.1

This represents a staggering 200% increase over the last decade. Equally alarming, Australia’s 2019–20 bushfire season destroyed an estimated 46 million acres, causing a

record $4.5 billion in damage to infrastructure, agriculture, and business interruptions, compared to $1.6 billion during the previous year’s season.

There is a personal tragedy to this as well. Every year many people lose their lives fighting wildfires, often due to a lack of intelligence to protect their lives and equipment or sudden surprises of the wildfire trajectory. Because of the significant risk wildfires pose to safety, the environment and the economy, it is essential that firefighters are equipped with the very best tools, technology and methods.

Traditionally, firefighting missions are performed with an array of ground-based systems supported in the air by manned rotary and fixed-wing aircraft. Unfortunately, ground-based systems cannot map the vast areas that wildfires tend to affect. And manned aircraft are mainly deployed only during the day to extinguish fires and for search and rescue missions, which are grounded at night as wildfires still burn. ➤

But now there is a new, upcoming way to support those wildfire missions: Uncrewed aerial vehicles (UAV), also called uncrewed aerial systems (UAS).

‘Medium- and heavy-lift uncrewed aircraft can be deployed for long-range missions, with the proper waivers, in adverse conditions, day and night, at high altitude, and in a large spectrum of temperatures – all without any risk to the crew,’ says Ronnie Fahy, CEO of Xplorate Pacific, an aviation services and technologies company serving the Australia and Asia Pacific region. ‘As a result, I see this as being a real game-changer for firefighting missions, not only in Australia and the Asia Pacific region but across the world.’

New larger UAVs can assist manned operations by taking ISR mission responsibilities, leaving manned aircraft to fight fires.

Drones provide their best additions to manned operations at night, in adverse weather conditions, UAVs can operate over long distances without the need for infrastructure and with minimal ground support. Some systems already in operation on firefgrounds currently, can even be transported to the work location in a van or other commercial vehicle, from which just a couple of crew members can deploy it, often in less than 15 minutes and with little to no infrastructure required.

Long-Range Drones: A Real-Time Eye in the Sky

UAVs are particularly beneficial in rural and remote areas, which often lack access to airborne intelligence and overwatch capabilities. Provided with the right sensor, UAVs feed first responders with real-time data that can be used by manned aircraft in the firefight, such as EO/IR (electrooptical / infrared) and fire mapping sensors that, thanks to their AI software, can automatically detect the wildfire perimeter including hot spots and display the information in the ground command center.

Selecting the Right Drone Technology for Your Wildfire Needs

When choosing drone technology for wildfire missions that augments your aerial firefighting operation, one must remember that not all UAVs are the same. In fact, UAVs come in a wide range of options, from large drones offering long endurance and high payload capabilities to small aircraft with short flight times and limited payload capabilities. Deciding which drone is right for you really depends on your needs – and budget.

On one end of the spectrum, small UAVs tend to be more affordable than large ones. The trade-off is that these drones offer a limited payload, flight range, and endurance. On the other end of the spectrum are large UAVs. Although more expensive, operators can gain significant increases in payload, performance, and endurance.

For example, a large multipurpose, Vertical Take-Off and Landing (VTOL) system offers users exceptional payload capacity in the range of 90lb (40kg), including fuel, longendurance (3+ hours), stable flight patterns, the ability to carry single or multiple high-quality sensors and a high degree of safety features.

The SD 50, manufactured by SwissDrones, meets all the above requirements and has been operating in 12 countries for various use cases. The company is entering the US market, having the aircraft currently under review by the FAA for approval for BVLOS inspection of critical inspection under Part 91.

Whatever your need for adding UAS to your manned operation, the industry is proving over time that UAV’s have a growing piece of the pie, providing ISR services, helping to map the areas that manned aircraft need to attack, adding to the overall effectiveness of the manned aerial firefighting mission served by fixed and rotary wing aviation.

For over 30 years, ISOLAIR has been manufacturing industry leading helicopter systems for the firefighting, forestry and aerial application industries. With a broad line of certified and custom helicopter equipment, ISOLAIR has the system to fit your company’s needs. From agricultural spray systems and bucket spreaders to firefighting systems, forestry grapples and torches, ISOLAIR can and will do it all!

For over 30 years, ISOLAIR has been manufacturingindustry leadinghelicopter systems for the firefighting, forestry and aerial application industries. With a broad line of certified and custom helicopter equipment, ISOLAIR has the system to fit your company’s needs.Fromagricultural spray systems and bucket spreaders to firefighting systems, forestry grapples and

With competitive pricing, quality assurance, easy to install products, and an ongoing commitment to customer service, we welcome you to contact us. Our friendly and knowledgeable staff is ready to answer your questions and help you find the ISOLAIR system that will best meet your operational requirements.

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American Heroes Showcase Aerial Firefighters in California

Story and images by Jeff Serpa

The 2022 American Heroes Air Show, dedicated to public safetyfocused helicopter operations, returned to Southern California on November 12th, 2022. ➤

First presented in 1993 at the Santa Monica Airport, the American Heroes Air Show has grown to become the nation’s premier helicopter-only aviation event. The event has never wavered from its mission to educate about the unique capabilities of rotary-wing aircraft used by first responders, holding air shows in Southern California, Florida, Texas, and Georgia over the years.

The public safety-related show was the brainchild of Jim Paules, a Southern California native with a passion for aviation and public safety. The event, soon to be in its 30th year, has grown from a small local show to a multi-state annual event that has continued to grow in popularity over the years as it provides information to the public on the importance of rotary aviation in public safety. ➤

Aircraft from aerial firefighting and public safety operations dominated the show at Hansen Dam.

The show also included ground-base apparatus for attendees to see up close in addition to helicopters.

Helicopters were on display at the show held at Hansen Dam from local, state, and Federal agencies for the public to see up close. Pilots and crews were on hand to answer questions and allow participants to see the aircraft up close and personal.

The first aircraft began arriving at 7 am and continued to arrive until 9 am. The first was local news choppers 11, NBC 4 (flown by Rob Rodriguez), and Channel 7 Air7HD. As aircraft arrived, they were strategically and safely placed. These local news pilots have earned a large fan base and have become popular, covering local news stories in southern California, such as vehicle pursuits on live television. ➤

Sikorsky aircraft were in plentiful display with Firehawks on site from L.A. County, CALFIRE, and Ventura County, along with Black Hawks from several military branches.

Everything from local Los Angeles, Ventura County, and Cal-Fire Firehawks, to the Los Angeles County Sheriff’s Super Puma, Air 5 participated. A NAS Lemoore Search and Rescue Seahawk, a Los Alamitos Army Medic Blackhawk, and a Search and Rescue Pavehawk Team from Nellis Air Force Base flew in to participate in the event. The US Coast Guard also participated with a locally based MH-65 Dolphin. Some of these first responder teams were on active/alert calls while at the show.

This event provides families with a rare opportunity to meet the flight crews of these diversely capable aircraft. This display gives a first-hand understanding of why helicopters are

often the first asset to arrive during wildfires, natural disasters, search & rescue operations, or national security threats. The Code 3 Career & Recruiting Expo had recruiting teams from law enforcement agencies all over Southern California. Local Search and Rescue Teams also rolled out with emergency vehicles, equipment displays, and demonstrations.

Each year the American Hero’s Air show gets bigger and better. This year was no exception. Airshow fans were treated to a surprise performance by the Red Bull-Flying Bulls Aaron Fitzgerald in the Red Bull Helicopter, an MBB (now Airbus) BO-105. ➤

In addition to the airshow portion of the show, the American Heroes Airshow also features a career fair for public safety and firefighting agencies.

The American Hero Air Show would not be possible without the hard work and dedication of the volunteers behind the scenes.

Those volunteers include dedicated professionals like California Event Director Steve Goldsworthy, who organized a successful show once again. His team included Air

Boss Dave Andrews and his ground crew, who were busy managing arrivals and departures safely throughout the show. Their coordination and efforts kept everyone safe, from spectators to the crews, which contributed to a successful show. If you love helicopters and aviation, this show is a must-attend for those with a background or interest in aerial firefighting or the public safety aviation segment.

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Hellenic Air Force Firefighting Squadron Celebrates 75th Anniversary

Story and images by John Pitsakis

On Tuesday, November 22, 2022, the Hellenic Air Force’s 355th Tactical Transport Squadron, which operates Greece’s fleet of super scooper aircraft, celebrated its 75th anniversary. The event was hosted in the squadron facilities in Elefsis Air Force Base, with the presence of many officials, including the Chief of Staff of the Hellenic Fire Corps, Lt. Gen. Alexios Rapanos, the Hellenic Air Force Chief of Staff, Lt. Gen. Themistocles Bourolias, Deputy Minister of Defense and former Secretary of Civil Protection, Nikos Chardalias and his Excellency, the Ambassador of South Korea, Jung Il Lee.

Upon arrival on base, the guests were greeted with the sight and sound of two CL-215s starting up and getting ready to depart on a training sortie. The fire season may have passed, but the squadron personnel trains hard, preparing for next summer.

The event was also attended by retired personnel who served in the Squadron in its long history, including Korean War Veteran Lt. Col. (ret.) Akrivos Tsolakis, who was invited as a speaker for the event.

The ceremony began with the greeting of the Squadron commander, Lt. Col. Elias Veloudos, who addressed the attendees, officials, and current and former personnel of the Squadron.

The Squadron hosted a memorial service for its fallen aviators, followed by the Chief of the Hellenic Air Force General Staff, Lt. Col. Bourolias, greeting the Squadron and its personnel, active and retired, and referring to its history

and its worth as an asset dedicated to the protection of Greek forests and the lives and property of Greek civilians.

Following the Lt. Colonel, the Deputy Minister of Defense took to the podium, highlighting the Squadron’s role as the tip of the spear in aerial firefighting from first to last light each summer. After thanking them for their heroic service, the Deputy Minister highlighted the demanding conditions the crews face when flying their missions.

After the Deputy Minister’s speech, a speaker from the Hellenic Air Force History Directorate, Maj. Evangelia Tsoumaki presented a history of the Squadron from 1947 to 2022, detailing the Squadron’s successes over the last 75 years.

As the presentation concluded, 92-year-old Lt. Col. (ret.) Akrivos Tsolakis gave tribute to the squadron members and their arduous mission and the history behind the squadron’s history of saving lives, both inside the borders of Greece and abroad during their deployments in Korea, the Republic of Congo, Cyprus and Turkey. ➤

Elias Veloudos.

Evangelia Tsoumaki. Nikos Chardalias.

Themistocles Bourolias.

Lt. Col. Tsolakis gave a very powerful speech which concluded with his Excellence, the Ambassador of South Korea in Greece, Jung Il Lee expressing his personal gratitude to the veteran for the Squadron’s service and then presenting him with one of nineteen letters written by Korean students, descendants of families rescued during the Squadron’s deployment. The students in the Department of Greek Studies at Hankuk University of Foreign Studies in Seoul. The letter was read over the microphone to the attendees of the ceremony by the Deputy Minister of Defense Nikos Chardalias.

The event concluded with a low pass made by two CL215s who completed three low passes in total, demonstrating some of the demanding maneuvers required by the crews during the fire season, culminating with a break above the aircraft placed as a static display in front of the ceremony.

The 355th Tactical Transport Squadron began as an evolution of the 13th Light Bombardment Squadron, as the 355th Transport Squadron, formed in 1947 - with its initial base being the former Hellenikon Airport in Athens - using C-47 Skytrains. Eight months after its inception, the Squadron moved to Elefsis Air Force Base, where it remains.

In 1950, a flight of seven aircraft and their crews, named the 13th Group, flew to South Korea, taking part in the Korean war flying logistics and medical evacuation missions. ➤

The event concluded with a flyover of several of the squadron’s CL-215’s

From July 17 until August 5, 1960, the Squadron flew evacuation missions for Greeks living in the Congo. A similar mission was repeated in 1961, but with UN-supplied aircraft.

In December of 1975, the Squadron received the first five Canadair CL-215 aircraft, beginning its career as an aerial firefighting squadron. The Squadron changed its name from 355 Transport Squadron to 355 Tactical Transport Squadron and began flying firefighting missions to protect the country’s rich forests under the supervision of the Agricultural Ministry. Deliveries of the CL-215s were completed on May 11, 1990, with aircraft #1123.

In July of 1982, the Squadron received the last few remaining Nord Noratlas after disbanding the 354th Tactical Transport Squadron, which would become known as the “Noratlas Group.” Dornier Do-28 Skyservants would later replace these Noratlas aircraft. In 1987, the Skytrains of the 355 Squadron flew to Sedes airport, where they would be based, flying as the independent

355.1 Group until their retirement in 2008. The last Dornier Do-28 Skyservant retired in 2010, making the 355th Tactical Transport Squadron one dedicated to aerial firefighting.

For a brief period, the Squadron was flying firefighting missions with CL-215s and the more modern CL-415s. On January 30, 1999, the Squadron received the first two CL-415s. One year later, in the summer of 2000, the Squadron undertook its first firefighting mission abroad, deploying two aircraft and crews to Cyprus to assist in a devastating wildfire. A similar mission was completed the following year.

In May of 2003, due to the large volume of aircraft and crews, it was decided by the Chief of Staff that the Squadron would split its assets. The more modern CL-415s were detached, creating a new Squadron, the 383rd Special Operations and Aerial Firefighting Squadron. The technicians were split between the two aircraft squadrons and the newly formed Aircraft Maintenance Squadron.

To this day, the 355th Squadron carries the name “Hephaestus,” after the Greek god of Fire. However, they are more affectionately known as “Dragons” due to the roaring sound of the two Pratt & Whitney R-2800-83AM Double Wasps, which power the aircraft.

In its long history, the Squadron has mourned the loss of thirty-one aviators, nine of whom perished fighting fires in Greece, with its most recent one being on July 15, 2000. These aviators are depicted in the Squadron’s new crest with two branches of laurels with thirty-one leaves surrounding the number 75.

The 355th TTS flies the unmodernized, “classic” CL-215. Crews can fly missions from 3 to 3.5 hours of firefighting per sortie, after which the aircraft return to base for refuel and inspections before taking off for the next sortie.

Every year, during the fire season, the Squadron deploys aircraft and crews alongside the country’s other aerial firefighting assets to various airports around Greece to provide a shorter response time and a longer intervention. As seen in recent years, summers in Greece bring along a season of wildfires, some devastatingly large. This means the aircraft need to be as close as possible to the incident to ensure maximum effectiveness.

After a full day’s work during mega-fire incidents, ground crews fight their very own battles, as the aircraft need to be inspected, serviced, and prepared during the night and ready to take off at first light. Sometimes, another aircraft must be prepared on short notice to take part in the incident. Groundwork is critical, and during the fire season, these crews carry out the task of keeping these “dragons” in the air and ready to intervene at a moment’s notice.

Given the engines’ older technology, Pratt & Whitney had set a maximum allowed ambient temperature – 38oC or 100oF – above which the engine cannot be started. To solve this, the Squadron deploys aircraft to nearby island airports that offer cooler weather, allowing the aircraft to start up without issues.

The Squadron’s history, however, could be about to receive a new chapter. Nikos Chardalias, in his term as Secretary of Civil Protection, announced that Greece would reinforce its aerial firefighting assets by purchasing 36 Air Tractor aircraft and inducting in its arsenal the future Canadair CL-515 aircraft, along with an upgrade of 7 of its CL-415s. In this case, the Squadron will continue its crucial work for many years to come.

Aerial Firefighting 2023 Seattle What to Expect

As we move into a new year, the first of three global Tangent Link-run aerial firefighting conferences for 2023 draw near. The first show, scheduled for April 3 and 4, 2023, will be held for the first time in Seattle, Washington, in the Pacific Northwest.

As with previous years, the Seattle show will be hotel based, held at the Hilton Seattle Airport and Conference Center, allowing for easy access from Seattle’s SEATAC airport for vendors with local shuttles available from the airport to the hotel.

For those unfamiliar with the events held previously, the event is the largest gathering of aerial firefighting professionals for networking, education, and trade in the United States; hosted by Tangent Link for many years, the show has grown significantly over the years to include many of the industries top providers of service to the aerial firefighting industry on the trade show floor along with many informative speakers from the United States and abroad during the educational session offerings.

Event Functions

In keeping with previous years, AerialFire will host the preevent drinks the Sunday night before the show’s opening on Monday at a venue yet to be finalized. Still, as with previous years, it will be an event not to be missed, along with several others.

On Monday evening, there will be two post-show events, with a drinks reception sponsored by Fortress North

America, followed by the AFF show dinner, sponsored by Bridger Aerospace, that will be held at the Museum of Flight.

Event Registration

New vendors wanting to exhibit at the show are advised to book early for vendor space, as it fills quickly and space is limited. For those wishing to attend the show, registration can be made online anytime before the event or onsite from 8 am to 4 pm on both show days. ➤

2023 will see several Tangent Link shows around the world, in Seattle, USA, New South Wales, Australia, and Athens, Greece.

As with previous shows, the Tangent Link aerial firefighting shows will highlight the best in educational offerings and speakers as well as the latest technology on the show floor.

Coulson Assets Arrive in Melbourne as Season Kicks Off in Australia

Story and images by Dave Soderstrom

As the fire season in the northern hemisphere winds down, arrivals and preparations have begun as aviation assets contracted through the National Aerial Firefighting Centre (NAFC) arrive in Victoria ahead of their dispatch to the various local state fire agencies in Australia. This season sees the return of the two CU-47D Chinooks and Sikorsky S-61s to operate in New South Wales and Victoria, Conair’s Q400AT after its stint in Queensland, and Erickson Inc.’s Air Crane “Bubba,” managed locally by Mangalore-based Kestrel Aviation.

Last year Coulson secured two four-year contracts from New South Wales and Victoria to operate the largest (in tank volume) rotary assets seen on an Australian fire ground. ➤

A season opening media event was attended by many of the crews and emergency services that will be utilizing the aircraft during the 2022/2023 season.

The beginning of the Australian fire season saw the arrival of the Conair Q400AT, Coulson’s 737, CU-47 and the Erickson Air Crane in Victoria.

First to arrive at the Sydney docks in early December was N40CU (Helitak 231) which is contracted to the NSW Rural Fire Service in New South Wales.

The Very Large Helitanker or VLHT or Type 1 helicopter with a tank capacity of 10,000 liters (3000 gallons) features the same technology Coulson has used successfully on their fixed-wing C-130 fleet over the past years. Scaled down to suit the cargo hold of the CU-47, the tank can

be quickly removed and either a bucket or tank removed for other firefighting tasks. This helicopter has again taken up operations from the RAAF Richmond fire base on the outskirts of Sydney.

The next to arrive was the Victorian-based machine N42CU (Helitak 341). Arriving at the Melbourne docks, the machine was assembled before departing to its operating base at Essendon Fields Airport. ➤

This helicopter is contracted to the Victorian State Government. Last year, the Civil Aviation Safety Authority (CASA), the Australian Aviation regulation body, cleared the Chinooks for night fire suppression operations. These operations will again be used this season should the need arise for this type of firefighting. The Coulson Chinooks have operated for fire agencies in the USA, Chile, Argentina, and Australia.

The third machine and the first to arrive in the country was the Sikorsky S-61 C-FXEC (Helitak 348), arriving in November, which was quickly assembled and cleared

for operations and tasked to support the flood disaster in New South Wales and Victoria. As flooding dissipated, the aircraft then moved to prepare the helicopter for firefighting operations at its Mansfield fire base in Victoria’s high country.

Fire Season 22/23 marks Coulson’s 22nd year of operations in Australia. Alongside the rotary assets are the Coulsonoperated and flown Bell 412, Boeing 737 Fireliner, and Cessna Citations operated, owned, and in support of the NSW Rural Fire Service.

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