MARCH/ APRIL 2022
AERIAL FIREFIGHTING NORTH AMERICA 2022 SHOW ISSUE
Ventura County
CONAIR DEPLOYS Q400AT IN THE USA NEPTUNE WINTER MAINTENANCE
CHALLENGING THE STATUS QUO WHAT IS AN INLET BARRIER FILTER?
ATU MANDATES ARE YOU READY?
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aerialfiremag.com | AF 3
IN THIS ISSUE:
34
COVER STORY:
VENTURA COUNTY CHALLENGING THE STATUS QUO
42 GREECE UNDER FIRE 2021 GREEK FIRE SEASON
50
CONAIR
IN THE RIGHT PLACE AT THE RIGHT TIME
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IN THIS ISSUE
THE DROP - EDITORIAL. EDITORIAL..........................................................................................................................................................................6 ........................................................................................................................................................................ 6 AERIAL FIRE PICS.................................................................................................................................................................................. PICS..................................................................................................................................................................................88 CRAYMERS CORNER. CORNER............................................................................................................................................................................. 10 MIND YOUR MEDS. MEDS.................................................................................................................................................................................14 ...............................................................................................................................................................................14 NEWS..................................................................................................................................................................................................... 16 NEWS THE AERIAL FIREFIGHTING INDUSTRY - A VOICE IN THE WILDERNESS............................................................................................ WILDERNESS............................................................................................24 24 ATU MANDATES - ARE YOU READY?................................................................................................................................................... READY?...................................................................................................................................................30 30 TEXAS “HUMP” PILOT BUILDS AVIATION LEGACY............................................................................................................................. LEGACY.............................................................................................................................56 56 SOUTH AMERICA - AERO AGRICOLA RONDON.................................................................................................................................... RONDON....................................................................................................................................68 68 WHAT IS AN INLET BARRIER FILTER?. FILTER?.................................................................................................................................................70 ............................................................................................................................................... 70
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aerialfiremag.com | AF 5
THE DROP Ryan Mason ryan@aerialfiremag.com
Why Stay Silent? - It Could Save a Life
As noted in the preliminary investigation details from the NTSB in at least one of those crashes, it was obvious to those on the ground that flying in the conditions indicated was ill-advised at best and almost a suicide mission at worst.
I don’t know how many aircraft crash videos I have watched over the years, probably hundreds. The reason for watching them had morphed over the years for me from morbid curiosity as someone outside the aviation industry to becoming a learning tool. It has now become more critical in nature for me in watching videos like this, where I see not only what I can learn from a crash video, but how I can turn that into a positive for our readership. Be that a lesson on what not to do in a certain situation or avoid the specific situation seen in a video. It has been a horrendous end to 2021 losing a Marc ‘Thor’ Olson in a SEAT crash, and 2022 has started horribly, at least on the helicopter side, with multiple crashes, many fatal just in the first few weeks of the year. This kind of start isn’t easy to rebound from as far as accident numbers go. Unfortunately, unless there is a massive lull in flying, this sets us up for a high fatality number of accidents this year. What bothers me about many accidents is preventability. Just in the last two weeks, I have seen an accident where the pilot actively disregarded verbal warnings from a wellrespected industry icon and an air medical pilot with thousands of hours. Both separately advised the pilot that it was a horrible idea to take off in the challenging weather seen. The pilot summarily disregarded this information and took off, crashing not even ten minutes later, killing a passenger. In a second accident, seen in one of those horrific videos I referenced earlier, another pilot was flying at what is reported at times
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by NTSB preliminary data as 150 feet and 100 knots in what many of us refer to as “in the soup.” With little to no visual references, the helicopter clips a high tension wire and crashes to the causeway below before exploding, as captured on the truckers camera that then collided with the wreck—horrific video for anyone to see, which unfortunately went viral very shortly after the accident. As noted in the preliminary investigation details from the NTSB in at least one of those crashes, it was obvious to those on the ground that flying in the conditions indicated was ill-advised at best and almost a suicide mission at worst. Yet, the pilot disregarded solid local advice and took off anyway. In the second case, the pilot had even landed once due to the poor conditions and chose to press on and take off again. It is a severe case of ‘pressonitis’ or ‘gettheritis’ or whatever you want to call it. Either way, both cases I speak of - many before and probably many after will have the exact same effect - families suffering the tragic loss of a loved one because of a poor choice or making a wrong decision because of pressure to fly. Until the aviation industry eradicates that, we will continue to see the same thing repeatedly. As much as I harp on safety, I hope for a mindset change within the industry. In aerial firefighting, it is the want to put out the fire to save someone’s home or life; that’s why flights may be taken unnecessarily during risky conditions at times. It is the same reason that police officers run towards the danger. The white knight syndrome is a real thing, but it should never cost the life of the white knight, whoever they may be.
In the time I have been in the industry, I have seen many campaigns related to safety come and go. HAI’s “Land and Live” had some good traction for a while, but like anything else, the focus soon moves on, the T-shirts and marketing campaigns stop, and people go back to the status quo of shrugging their shoulders. In a perfect world, I would love to see people holding each other accountable and calling each other for potentially hazardous behavior like taking flights in marginal weather or miraculously surviving an IIMC incident because they took a flight when they shouldn’t have. One grassroots effort seen on the Facebook group Helicopter Pilot Network has had some reasonable traction of late, coined by group founder Justin Prickett, the #SDSS movement or “Stop Doing Stupid Stuff” has had some reasonable traction a simple message that is self-explanatory. While overly sarcastic at times and hilariously comedic at others, the group has taken up the role of pointing out questionable flying and highlighting the stories of pilots who post pictures of their aircraft sitting in fields, by the side of a road, in farm pastures, or anywhere else. Those images are usually accompanied by a story of why the pilot decided to land their aircraft to wait out hazardous weather conditions that could have led to an accident. Now, if we can take the lessons learned online in Facebook groups, applying them in the real world, combine that with having the intestinal fortitude to say to someone’s face that they shouldn’t be flying for reasons x,y, or z as quickly as we can call them out online, perhaps we would get somewhere as an industry and make a real difference. It is past time to turn the tide on these avoidable accidents and fatalities.
aerialfiremag.com | AF 7
A Sécurité Civile CL-415 spools up on the ramp before an aerial firefighting mission in France. Photo by ER Aviation
Three Fire Bosses fight a fire in Canada. Photo by Mike Biden
The Coulson 737 Fireliner drops a load of retardant during firefighting operations in Western Australia. Photo by Daniel Batt
A McDermott Aviation Bell 214 drops a load of water in Western Australia as the pilot observes from the window. Photo by Rhys Hughes
Let’s Dive Into Oil By Robert Craymer
From viscosity levels to servicing, oil is the most important thing running through the most expensive part of your aircraft.
I have received questions and heard many discussions about oil recently, so let’s dive into oil this month. When it comes to engine oil, there are several choices, and your experience has helped you determine the correct type of oil for your operation.
viscosities or specifications as those oils may not be compatible with one another. If you find yourself in a situation where your oil was intermixed, there are instructions on how to drain and what level of engine flushing is required to ensure the engine is protected.
Just for knowledge, Pratt and Whiney Canada provide lists of approved oils in the first service bulletin of every engine series. For instance, service bulletin 1001 covers approved oils for all the small PT6’s covered by the 1000 series service bulletins. This service bulletin contains information about engine oil types, and it lists the approved oil by Pratt and Whitney Canada to be used in PT6 engines. The oils are subdivided by viscosity and other factors. In my experience, most people use 2380 as their oil of choice. This oil is found in Table 3 of the service bulletin, including other commonly used oils like Mobil Jet II and Aeroshell 500. Please make sure that the oil you choose is approved.
Secondly, you want to check your oil at the right time. Always check your oil within 15 minutes after shutting down. This will help you get the most accurate gauge of your oil level. Nothing is worse than oil pouring out from every spot on the engine from over service. It would be terrible to drain all the oil out of an engine to reset the oil level when it has been over serviced. A PT6 will always find the oil level that it wants to run at and will push out the extra.
The first of the discussion topics I have heard is about servicing. When servicing, the first point is don’t intermix oils. The service bulletin tells you not to combine oils of different AF 10 | aerialfiremag.com
Another hot topic is the engine “hiding” oil. This mainly occurs on large PT6 engines and can happen for a couple of different reasons. If, after sitting overnight or longer or motoring your engine during washing, there is no oil on the dipstick, what do you do? My advice has always been look around on the floor; if there is not a big puddle of oil, then the oil is still in the engine.
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Start the engine, paying extra attention to the oil pressure and temperature. When the oil comes up to temp, you can shut the engine down and check the oil level. You don’t want to start adding quarts of oil as that becomes a mess. How can an operator keep the engine oil healthy? First, make sure the chip detectors are working. We check the chip detector function at every 100-hour inspection. The system is designed to alert the pilot at the earliest possible moment when something is going on that needs attention. Secondly, changing your oil. Pratt and Whitney Canada have said for a long-time, engine oil doesn’t need to be changed. However, they caution operators to be aware of all the environmental issues that could affect or contaminate the oil. In our industry, the air is not always as clean as we would like, even though the airplanes run filtration. You also want to be aware that airframe manufacturers may require engine oil changes. Lastly, there are engine oil sampling programs available. Historically labs have been used to review oil samples, patch samples, and oil filters to provide information. Pratt and Whitney Canada have also started an oil monitoring program. You can go to their website, pwc.ca, and get a kit. The advantage of using the P&WC equipment is they can provide engine part-specific data if they flag a problem. P&WC can tell you that gear or bearing metal is on the increase in your oil sample and advise actions on how to move forward with inspection or maintenance. I want to wrap up this discussion with a word about “dark oil.” This phenomenon seems to occur from time to time in large PT6 engines. Pratt and Whitney Canada have come up with some solutions to issues related to this topic. Several service bulletins are introducing some temperature-resistant packings to help limit the opportunity for carbon build-up in oil. They also have provided some options for higher temp oils. Pratt and Whitney Canada have a list of approved oils in Table 4 of the approved oil service bulletin. These are listed as “High Thermal Stability” oils. Per instructions in the service bulletin, these can be mixed with Table 3 oils. Make sure you follow the instruction. I had a customer tell me that the instructions for changing to one of these high temp oils have changed from time to time, and there was confusion on how to use them. To my knowledge, the instructions have never changed. If you want to move from BP2380 (Table 3 oil) to a high temp oil like Aeroshell 560 (Table 4 oil) to reduce or avoid dark oil. Examine your oil and filter; if carbon level is “acceptable” (see photos inserted here from service bulletin), then you can use the top-up method. This means when you need to add your next quart of oil that you use the high temp oil, Aeroshell 560, in our example. If you have excessive carbon in your oil, you may need to drain the oil and flush per the instructions, then refill the oil AF 12 | aerialfiremag.com
tank with your original oil. We then can employ the top-up method per the instructions. These high temp oils have a detergent quality and will start to move the carbon out of your engine and into the oil filter. The whole idea is that you don’t want to drop all the Table 3 oil out and service the engine entirely with Table 4 oil because it could potentially clog all the oil strainers and nozzles in the engine. Following the proper guidelines allows for the controlled removal of carbon from the engine. I always recommend that you discuss this with your mechanic, engine maintainer, and, of course, read the manuals. Use the resources around you to make the most informed decision. Please reach out to me at robertc@covingtonaircraft.com if you have any questions, and I’ll be glad to assist.
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Mind Your Meds Pilots often ask which medications are permissible for flight and where they can find this information. Let’s check out some of the top prescription medications in the United States (according to GoodRx. com) and review how we consider them for medical certification. Here’s a link to the Pharmaceuticals (Therapeutic Medications) section of the AME Guide for further guidance (bit.ly/AMEGuideTherapeutics).
Usually Acceptable: Atorvastatin (Lipitor®): this medication is used for high cholesterol and is allowed if the user experiences no significant side effects. Like any acceptable medication, wait at least 48 hours (some need a longer ground trial) after the first dose to make sure you have no problems with the medication. Lisinopril (Prinivil, Zestril): an angiotensin converting enzyme inhibitor (ACE-I) used for high blood pressure or heart failure. Most high blood pressure medications are allowed after a seven day ground trial. Review the disposition tables here (bit.ly/ HeartHypertension) to see what information you need from your personal physician for your AME to issue a medical certificate under Conditions an AME Can Issue (CACI). Another resource is this FAQ page (bit.ly/HeartHypertensionFAQs) (PDF) which you’ll also find helpful for these next two medications. Amlodipine (Norvasc®): a calcium channel blocker (CCB) used for high blood pressure. If you take it for any other reason, let your AME know why. Losartan (Cozaar): an angiotensin II receptor blocker (ARB) used for high blood pressure. It also reduces the likelihood of stroke and protects against kidney disease in individuals with diabetes. It can be acceptable for all of these conditions. Albuterol (Accuneb®, Ventolin, Proair®, Proventil®): this medication is used to treat wheezing and shortness of breath from asthma or COPD. Review the CACI Asthma worksheet (bit.ly/CACIAsthma) (PDF), and bring a copy to your personal doctor, so they know which medications are acceptable for flight. Be sure to tell your AME what you use, how often you use it, and why. Levothyroxine (Synthroid®, Unithroid®, Levoxyl®): this medication is used for hypothyroidism. Review the CACI Hypothyroidism Worksheet (bit.ly/CACIHypothyroidism) (PDF). Provide a copy to your personal doctor to help ensure that their clinical note includes the information we need for medical certification. AF 14 | aerialfiremag.com
Metformin (Glucophage) for Diabetes: check out the Acceptable Combinations of Diabetes Medications (bit.ly/ ComboDiabetesMeds) (PDF). This two-page chart lets you, your AME, and (if you bring them a copy) your personal physician know what medications the FAA allows for pilots and how long you must wait to return to active flying after starting, adding, or changing diabetes medication.
Unacceptable for Flight: Gabapentin (Neurontin®): used for seizures, nerve pain, or shingles pain, this medication can make you drowsy or dizzy, may slow your thinking, and cause loss of coordination. In fact, the prescription insert warns you not to drive a car or operate heavy machinery. Neurontin and similar sedating medications are referenced on the Do Not Issue — Do Not Fly list in the AME Guide (bit.ly/NoIssueOrFly). Hydrocodone/Acetaminophen (Lortab®, Vicoden®, Norco®): these pain medications can cause sedation and/or dizziness and are unacceptable for flight. Besides, if you need a narcotic pain medication, you shouldn’t be flying. These medications are also found on the DNI-DNF list and in the Medications and Flying brochure (bit.ly/MedsFlying) (PDF). Diphenhydramine (Benadryl®): this is a common component in over-the-counter (OTC) sleep medications, many cough and cold combination medications, and some allergy medications. It is the most common medication seen in fatal aircraft accidents. If you take it, you should not fly for 60 hours after the last dose. If you need a medication for a cold, flying is not a good idea anyway. For acceptable allergy medications, check out the Allergy — Antihistamine page (bit.ly/AllergyAntihistamine) (PDF).
OTC Medication Example: Omeprazole (Prilosec): this is an OTC medication used to reduce stomach acid in many underlying conditions like heartburn, GERD, or ulcers. It is also available as a prescription medication in a higher dose. If you need an OTC medication, start here: What OTC medications can I take and still be safe to fly? (bit.ly/OTCMedstoFly) When in doubt about medications, ask your AME. Your personal physician might not understand the implications of many medications and/or conditions for flight safety. Ask them a simple question — Would they feel safe on an airplane if THEIR pilot was using this medication.
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aerialfiremag.com | AF 15
Blue Sky Network Launches Certified Iridium Certus® 100 Aviation Product, SkyLink 7100 Blue Sky Network today announced the certification of its SkyLink 7100 aviation solution, a dual-mode system operating via the Iridium Certus 100 service and local GSM/LTE networks. It will provide its aviation customers with continuous pole-to-pole coverage. “Blue Sky Network is proud to be leading the charge in bringing Iridium Certus solutions to the markets we operate including land, sea, air, and IoT,” says Tucker Morrison, Blue Sky Network CEO. “This latest certification is for the aviation sector, which is where our company first began. We are extending our offer of connectivity solutions across industries and market sectors for customers around the globe.”
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SkyLink 7100 offers best-in-class performance for rotorcraft, air transport, defense, and the burgeoning unmanned aircraft (UAS) industry. SkyLink 7100 will also unlock new capabilities for infrastructure monitoring, cargo delivery, aerial firefighting, emergency medical services (EMS), airline information, military, and crew communications. “Blue Sky Network has fully embraced all that the Iridium Certus 100 service offers. We look forward to providing this powerful service to Blue Sky Network’s customers around the planet— be it in the air, on land, or at sea. Theirs is truly a powerful combination of small size and high performance that will make it easier and more affordable
for enterprise-grade voice, remote monitoring, and data management, enabled by Iridium’s reliable coverage anywhere in the world,” said Bryan Hartin, Iridium EVP, Sales and Marketing. The SkyLink Cloud Services platform provides a powerful set of management tools for remote terminal management, diagnostics, and health monitoring. In addition, mission-critical information can be captured, disseminated, and displayed in a secure online portal. Customizable reports, activity alerts, and dashboards work around the clock, ensuring important data is recorded in real time for complete situational awareness.
FORTRESS North America Announces the Appointment of Tom Davis as Chief Manufacturing and Supply Chain Officer
Tom Davis
FORTRESS® North America, a new and innovative competitor in the long-term fire retardant business, is pleased to announce that Mr. Tom Davis is joining Fortress as the newest member of Fortress’ senior management team on Monday, Jan. 10, 2022. Mr. Davis will be filling the vital role of Chief Manufacturing and Supply Chain Officer. Davis brings over 30 years of direct experience in the chemical industry, having held numerous leadership positions at several top tier chemical companies. He is uniquely qualified in this capacity, with decades of experience and one of a handful of individuals with his level of hands-on knowledge in the wildland and aerial long-term fire retardant chemicals industry. Most recently, Davis spent eight years with Perimeter Solutions (PRM: NYSE) where he led global operations and supply chain for ICL’s Fire Safety business unit (now Perimeter Solutions) and was one of a four-member team to lead the sale of the ICL business unit to SK Capital in 2018, which resulted in the creation of Perimeter Solutions. From an operating perspective, Davis was responsible for building the global operations and supply chain organizations to establish Perimeter as a standalone company. Prior to his time in wildland fire chemicals, he held high-level manufacturing and supply chain leadership roles for DuPont, CP Kelco and Monsanto. “I could not be more excited or feel more fortunate to have been introduced to the incredible team of professionals at Fortress North America. Fortress’ management team brings a fresh perspective to the fire retardant space as well as a strong commitment to
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environment safety through innovation. I look forward to collaborating and contributing with this entrepreneurial leadership team,” said Davis.
“Fortress’ management team brings a fresh perspective to the fire retardant space as well as a strong commitment to environment safety through innovation. ” Robert Burnham, CEO of Fortress North America, added, “Tom is a rare find in this highly specialized industry. His background and hands-on operating knowledge, along with his personal drive to build better ways of doing things, is perfectly aligned with Fortress’ core mission, and overriding vision. We are proud to welcome Tom to our leadership team.” Davis holds a Bachelor of Science in Occupational Safety from Murray State University and earned his MBA from San Diego State University.
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AeroLEDs, LLC Announces Part 29 FAA-STC Approval in Partnership with Sterling Helicopter Boise, January 20, 2022 - AeroLEDs, LLC is pleased to announce FAA-STC approval for the SunSpot™ 36 and 46 Series LED Landing and Taxi lights on various Sikorsky Models, adding to their already expansive list of FAA certifications. This STC is available exclusively through Sterling Helicopter, enabling owners of rotorcraft covered under this STC to immediately upgrade to the highest performing LED technology on the market today. “These new LED lights far outperform what is currently offered on the Sikorsky S-76 series helicopters, increasing lamp life, night flight visibility and terrain awareness.” - Edward Allen, Director of Engineering, Sterling Helicopter. Many pilots worldwide have already benefited from this upgrade as AeroLEDs Landing, Taxi and Recognition lighting products are already FAA and EASA approved for thousands of applications. The SunSpot™ Series Landing and Taxi lights feature the same state-of-the art design and construction that has been the AeroLEDs hallmark for over 15 years— less drag, less draw, more lumens output (total light output) and are vibration and shock resistant making them unaffected by adverse environmental conditions. These attributes make the SunSpot ideal for use in Experimental, Certified, Commercial, ARFF, and Military aircraft. “When we last reviewed LEDs four years ago, we recommended the AeroLEDs Sunspot as the top pick and we’re repeating that advice.,” The Aviation Consumer, 2019. “Also worth considering are the LED models that include flashing wig-wag functions. Always-on lamps greatly enhance daytime conspicuity and wig-wags help further.” Sunspot Series LED Landing and Taxi lights can be seen from up to 30 miles away and can be left on in all phases of flight as they draw 40% less power, significantly reducing the electrical load on the aircraft battery and alternator/generator system. They also maintain their full light output even at low engine RPM, which is critical for landing configuration. These LEDs do not interfere with NVG equipment and are available with integrated pulse for optimum visibility during extreme operating conditions, negating the need and extra weight/cost of external pulse light boxes.
AF 20 | aerialfiremag.com
Sunspot Series LED Landing and Taxi lights can be seen from up to 30 miles away and can be left on in all phases of flight as they draw 40% less power. Availability This STC was driven by customer feedback and is part of AeroLEDs’ commitment to deliver the safest LED lighting solutions to pilots of every aircraft. STC# SR02727SE is in effect immediately and documentation can be downloaded HERE. Aircraft listed on this STC include but are not limited to the following: Sikorsky - S-76A, S-76B, S-76C, S-76D. All S-76 models produced to date are included. Since 1984, Sterling Helicopter has been providing their customers with quality service at their FAA approved Part 145 repair station which is capable and authorized to perform the highest quality professional helicopter services locally, nationally, and internationally. Sterling Helicopter services Airbus, Bell, Sikorsky, Leonardo, and MD helicopters. Sterling Helicopter is committed to the safety of their customers and plans to add additional Rotorcraft Models to this STC in the very near future next on the list is the Leonardo AW139.
We keep firefighting operators around the world flying For the best quality maintenance and turn times, send your turboprop engine to TAE Aerospace. As a leading global engine maintenance provider, TAE Aerospace has the knowledge and expertise to turn your engine around quickly. Our tooling, resources, parts inventory, spare engine rental pool, rotable pools and asset base ensure our highest quality standards of service are maintained. As a TAE Aerospace customer, you have access to complete repair, overhaul and test capability for your turboprop engines: • Honeywell TPE331 • Pratt & Whitney PT6A • GE H80/M601
• We are a CASA, FAA and EASA Part 145 approved repair station. • We hold key OEM approvals as a Honeywell Authorized Service Center for the TPE331 engine. • We are also a GE Aviation Designated Repair Center for the H80/M601engine. To find out more about our extensive turboprop capabilities, email sales@taeaerospace.com or visit our website for your local sales representative.
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Paraclete Aviation Life Support Announces International Expansions and North American Agreement in Wireless Communications for Helmets Paraclete Aviation Life Support further strengthens its global presence in the rotor and fixed-wing helmet market, extending the company’s international footprint with the recent expansions into South Korea, Brazil and Australia, as well as its continued relationships in Europe, South America and Asia. Paraclete is emerging as a global provider of aviation helmets building strategic partnerships in 28 countries throughout the world in commercial and military markets throughout 49 of the U.S. states since its launch in 2014. Paraclete has secured certifications for its entire product line of Type 1 and 2 helmet models: the Aegis [ee-jis] D Type 1, the Aspida-D [a-speed-a], and most recently, the Aspida Carbon-D, as set forth by the U.S. Department of Interior [DOI] /U.S. Forestry Services [USFS] civilian helmet aviation standard. Paraclete is the
MISSION WORK IS TOUGH. When you’re flying a firefighting mission, you need a helmet that DIALS in the COMFORT. The ASPIDA-D is the only DOI/USFS certified helmet to pass testing in every size.
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AF 22 | aerialfiremag.com
only manufacturer to offer DOI-certified helmets in every size, S-XXL. Paraclete is committed to the safety and protection through our continuous innovations through evidence-based research science and technology. Paraclete’s increasing presence into new markets with new distributors and partners [end users], continues to broaden its services into diverse markets with respect to air ambulance/HEMS, law enforcement, and federal agencies, as well as expanding its distributor relationships throughout the world. The company also announces its entryway to the global aviation communications market with the recent North American agreement with the wireless communications solutions manufacturer, GlobalSys, based in France. GlobalSys is a wireless voice communication solution featuring audio clarity, noise reduction, sound quality, with the mobility and adaptability of reconfiguration options for civilian and military aviation. “As a primary driver in most businesses today, innovation must be qualified to confirm its overall value and efficiency,” said Paraclete CEO and Founder Scott Hedges. “While we continue to enhance the value of our helmet product line, we look for those relationships that support our core tenets - comfort, innovation and safety. We found that value with GlobalSys and the expanding wireless communications technology delivering an asset that crews need to ensure efficient operations.”
GlobalSys CEO Dominique Retali, said, “We design our wireless solutions with adaptability and flexibility in mind. Our systems have the highest sound quality, which is of great importance for all operators. The advanced technology with our mobile unit Airlink 3085 provides the option to reconfigure to adapt to multiple aircraft and mission types in less than five minutes. The onboard network blocks out noise to ensure clear communications and without the wires obstructing movement in the aircraft, whether in the pilot’s seat or conducting a rescue mission 50 feet below the aircraft.”
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The Aerial Firefighting Industry: A Voice in the Wilderness By Dan Reese In January 2022, a critical U.S. federal government action relative to the wildfire crisis was announced amidst great fanfare, with multiple agencies joining a public relations blitz demonstrating that the feds were taking a bold step. A ten-year strategic plan for mitigating the wildfire crisis was released, entitled “Confronting the Wildfire Crisis: A Strategy for Protecting Communities and Improving Resilience in America’s Forests.” Like many fellow firefighters and aerial firefighting industry executives, at first glance, I applauded the mere fact that the 20202021 historic wildfires had prompted something as forward-looking as a ten-year plan. I immediately read the numerous documents detailing the plan. While there were important recommendations relative to the core causes of the worsening wildfire crisis, such as reversing climate change and the need for dramatic land management reforms, something was missing. What was missing, was any reference to fire suppression, on the ground or in the air, both of which are paramount to buying time as climate and land-related actions require decades before real progress can be made. More specific to our industry, nowhere in the many pages of the plan, is there a single mention of “aerial firefighting” or “aerial suppression,” or a single word indicating that our industry even exists. Not surprisingly, my inbox began to fill up with messages from like-minded colleagues in our industry who had spotted the same mind-boggling red flag. One such note said it best – “this is like the Department of Defense publishing a strategic plan that is entirely focused on the causes of military conflict, and suggesting that more diplomacy and dialogue with our enemies can solve the problem. That line of thinking blindly neglects the need for warfighters and the weapons they’ll need to fight back when, inevitably, we’ll be attacked.” Obviously, this hypothetical would never occur, and the strategic plans coming out of the Pentagon consistently recognize the need for weapons of war. Further, defense planners rarely neglect to note the close strategic collaboration between industry and government, as far more than just a buyer/seller relationship. AF 24 | aerialfiremag.com
Our industry mitigates the fast-growing economic risk posed by wildland fires, and economic security goes hand-in-hand with national security.
You won’t find a long-term, comprehensive strategic defense plan that fails to include heavy reference to the industry they work hard to protect and nurture – “the defense industrial base.” Now, for those outside of our industry who might reject the premise I’ve outlined, saying it’s apples to oranges, I’d offer these thoughts. Yes, Defense is responsible for the nation’s national security posture, they fight the global war on terror, and mitigate threats from rogue nations posing real risks. And, yes, the defense industry is massive. However, the notion that wildfires are merely an environmental threat, posing seasonal risks to our national forests and “treasured national resources” is a dangerous legacy misperception. Our industry mitigates the fast-growing economic risk posed by wildland fires, and economic security goes handin-hand with national security. According to economists, wildfires cost all Americans by negatively impacting our GDP by over $250,000,000,000 annually. Our industry saves lives every day of the year somewhere in the world. We protect whole communities and critical infrastructure that would otherwise be burned to the ground, not just trees and parks, but energy, the watershed, transportation, agriculture, etc. The aerial firefighting industry may pale in size to others that protect the homeland, such as the defense industry, but we punch way above our weight in the context of threats mitigated and the cost to taxpayers. It’s possible that in early 2022 our industry will witness another example of the disconnected, non-strategic relationship with government customers, and their longterm plans for aerial firefighting. A provision within the Infrastructure Investment and Jobs Act signed into law by President Biden on November 15, 2021, establishes the creation of the Wildland Fire Mitigation and Management
Commission. Among the requirements placed upon this Commission by Congress is a comprehensive assessment of current and future aerial firefighting assets and technologies. It remains to be seen whether our industry will have even one seat at the Commission table, a group whose findings and actions will undoubtedly impact the future of our companies. So why does our industry have such a limited, if not non-existent, strategic relationship with our government customers, in the U.S. and around the globe? What are the causes of this narrow, transactional, shortterm relationship, in which, essentially, proposals are requested, the industry sends responses, and contracts are awarded? Why do we operate under customer procurement practices involving, for example, extremely short-duration contracts, and contract revisions lacking adequate funding to make the revisions? How can our companies justify self-funded investment in research, development, testing, and evaluation of new aircraft platforms, or enhancements to existing ones, when government-funded RDT&E is almost non-existent? There’s plenty of blame to go around in answering these and related questions. Certainly some elected and appointed officials throughout the world have failed our industry on many levels. But, I would submit that a great deal of the blame falls squarely on our own shoulders, we the industry. Why is that? Because over the past two decades, we’ve knowingly succumbed to our government customers’ unwillingness to take the reins and lead efforts to reform the relationship. We have debts, investors, aging fleets requiring upgrades, employees needing to stay employed, and an array of other short-term priorities. The result? Hanging on by a thread, our companies have lost sight of the power to drive real reform that is made possible when individual companies join forces. More to the point, we are the only industry on the front lines of protecting America’s economic and national security that does not have an established, credible and influential industry trade organization. Trade groups are not just an American phenomenon. Throughout the world, companies that compete with each other in the same market every day, manage to find common ground and shared challenges, and recognize that by joining forces to act as one voice they can achieve goals that would otherwise not be met. For companies selling to government customers, wellpositioned trade groups are a force multiplier that signals to the customer a cohesive, aligned, and expert voice. A voice that, if ignored on what is said to be an industry-wide problem that could ultimately threaten public safety or increase the taxpayer burden, is best not ignored.
We are the only industry on the front lines of protecting America’s economic and national security that does not have an established, credible and influential industry trade organization. The low-hanging benefits of an aerial firefighting industry group are obvious and achievable. While individual companies must continue to engage government customers and policymakers on company-specific priorities, those efforts would be backed in many cases by industry-wide validation. An industry-wide drumbeat that, for example, assures that the development of a tenyear wildfire strategy must include suppression elements, including aerial. A drumbeat of ongoing engagement that assures a new Commission charged with assessing current aerial capabilities and future needs includes industry personnel having a seat at the table. The logistics of establishing an aerial firefighting trade group is not the biggest challenge our companies face. There are dozens of trade group operating models, benchmarks, and methods for standing up an organization such as this. Having floated the concept over the past year to professionals in the trade association and policy world, I’ve learned it’s a process that can if the industry has the will, be accomplished in months, not years. The real challenge that must precede standing up a group like this involves several critical steps. First, the industry must rally around a core, foundational point of agreement – no single aircraft platform should be positioned as the standalone, silver bullet aerial suppression solution that best supports firefighters on the ground. An aerial firefighting industry group that, at the individual company level, is promoting a one-size-fits-all type of fires/conditions message would quickly be marginalized. Failure to communicate a shared message of “every fire, every mission, every environment has its unique aerial requirements” is nothing more than cannibalizing at the expense of the broader industry’s health, and taking five steps backward. Steps that have and will surely continue to marginalize and weaken individual companies’ health over time, and assure that our industry as a whole remains a voice in the wilderness. aerialfiremag.com | AF 25
USDA Forest Service Welcomes Jerry Perez as Director for Fire and Aviation Management Jerry Perez is stepping into a critical role for the USDA Forest Service as its newest national director for fire and aviation management. Perez will oversee all aspects of the agency’s fire and aviation program, including the National Interagency Fire Center in Boise, Idaho and the National Fire Training Center in Tucson, Arizona. Jerry Perez
“I welcome Jerry’s 32 years of experience and expertise as he leads our outstanding firefighters and guides the fire and aviation program to meet the challenge of preventing and managing wildfires,” said Chief Randy Moore. “He steps into this position as the agency focuses on significantly increasing the pace and scale of hazardous fuels treatments focused in areas that have the highest risks of wildfires and threats to vital infrastructure.” The agency’s work in fire and aviation includes wildfire response operations, risk management and doctrine, landscape management, partnerships, workforce management, wildfire prevention, budget, and fire information
AF 26 | aerialfiremag.com
technology. Perez replaces Shawna Legarza, who retired. Chief Moore expressed his gratitude for the leadership from acting fire and aviation management directors since Legarza’s retirement, including retired Klamath Forest Supervisor Patty Grantham, Helena-Lewis and Clark Forest Supervisor Bill Avey, and Southwest Region Fire Director Jacob Nuttall. Jerry Perez last served as the Forest Supervisor for the Angeles National Forest in Arcadia, California. Before that, Perez served as state director of California and Oregon/Washington for the Bureau of Land Management. With the Forest Service, Perez previously served as deputy regional forester for the Intermountain Region in Utah, forest supervisor on the Daniel Boone National Forest in Kentucky, deputy forest supervisor for the Stanislaus National Forest in California and national litigation coordinator in the agency’s Washington Office.
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Aviation Specialties Unlimited Opens A&P Preparation Course in Boise Aviation Specialties Unlimited Inc., (ASU) in Boise, Idaho, announced today the company launched a new Airframe & Powerplant (A&P) preparation course to help students prepare and test for their FAA Certification. ASU’s new accelerated program is located at the new ASU Academy near the Boise Airport at 3559 W. Wright St., Boise, Idaho. The three-week course is designed for aircraft mechanics that meet the eligibility requirements to prepare them to pass the A&P written, oral, and practical exams and earn their FAA certificate. Registration is open for courses in February and after. Students that register by the end of January will receive a $200 credit towards tuition costs. The ASU Academy course is recognized by the U.S. Army and Air Force Credentialing Opportunities Online (COOL) programs. This is a significant benefit to servicemembers who may be transitioning to the civilian aviation industry. “Our industry is experiencing a significant shortage of mechanics,” said Mike Atwood. “There are many apprentices, mechanics, and members of the military transitioning into the civilian workforce with years of experience, but they need the certifications to further their careers as A&P mechanics. We are in the heart of an aviation hub in the Pacific Northwest. We felt the time was now to launch this school to help our industry recruit new workers to fill a void.” This structured course assumes that students have the requisite experience and knowledge base to earn an FAA certificate. It is not a Part 147 school designed to train students to be fully FAA certified mechanics. ASU has designed the course to build on students’ previous knowledge and experience and enhance preparation for the General, Airframe, and Powerplant written, oral, and practical exams. The ASU staff will guide students to study and give them the tools and resources needed to succeed. Instruction will focus on subject areas that tend to challenge candidates on the exams. ASU’s staff will dedicate time to help any particular areas that are challenging students. “ASU’s school will help skilled, driven mechanics secure good jobs and earn better pay,” said ASU Director of Aviation
AF 28 | aerialfiremag.com
“ASU’s school will help skilled, driven mechanics secure good jobs and earn better pay.” Services Chris Schoonover. “This is a great program for military mechanics transitioning to the civil workforce and for experienced mechanics or repairmen wanting to advance their career in the aviation industry. The average salary of an A&P mechanic, depending on location and experience, is $70,000 to 90,000. With the current job environment and demand, graduates can have a great opportunity for a long and successful career.” The ideal candidate for this course must meet 14 CFR part 65.77 requirements before enrolling. This includes at least 18 months of practical experience maintaining, or altering airframes, or powerplants appropriate to the rating sought or have at least 30 months of practical experience concurrently performing the duties appropriate to both the airframe and powerplant ratings.
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Proposed Changes to USDA Contracts, are you ATU Ready? Story by Stephane Momy Keeping up to date and understanding the new proposed contract changes may be challenging and daunting for operators. This article aims to simplify some of the recently proposed changes to the upcoming 2022 aerial firefighting helicopter (AFF) support service contracts with the United States Department of Agriculture (USDA) and the United States Forest Service (USFS). Draft contracts have been made available for feedback. The proposed changes introduce several new service and equipment requirements for aerial firefighting helicopter support services. Some of the main changes to these contracts include equipment requirements for Additional Telemetry Units (ATU) and Flight Data Monitoring (FDM) systems. Operators have expressed that some of these changes will be challenging in terms of overcoming financial and logistical obstacles. While the final contracts will not include all of these proposed changes, it’s safe to say the ATU mandates will become the new norm for their ability to measure accountability. The ATU mandates are in effect in other parts of the world. They have been anticipated for a while to catch up with government agencies currently compliant and leading the integration and requirements of new supporting technologies. The ATU requirements apply for Type 1 and Type 2 rotorcraft and fixed-wing water bombers with the expectation that the program will expand to all aircraft. The ATU requirements should not be feared as this article will cover the background and importance of ATU, simplicity of integration, and cost-effective implementation. ATU provides the valuable capability to measure water volumes and retardant (suppressant) type used, report associated GPS positions, over the air (OTA), where the aerial platform picks up the water volume, and where it is dropped to support firefighting operations. Typically, this GPS-tagged ATU information is then overlaid onto electronic geographical maps so that operators and government agencies can effectively manage the firefighting operation. AF 30 | aerialfiremag.com
The introduction of ATU is very similar to the introduction of Automatic Flight Following (AFF) in 2005 by the USFS. Government agencies originally introduced and mandated AFF for primary operator firefighting contracts, but it has spread into other jurisdictions and applications. We’re at the beginning of ATU, with government agencies demanding greater accountability with aerial firefighting. Faced with more intense and more prolonged fire seasons, government agencies need to track the efficiency of their efforts, and basic flight tracking is not a good measurement of their efforts. The result is an ATU requirement to utilize accurate and tested costeffective solutions to properly manage operations. ATU systems integrate seamlessly with many existing AFF systems and work parallel with routine AFF position reports, resulting in aircraft sending both AFF and ATU GPS position reports. The new contract requires operators to describe the ATU system installed on the offered aircraft during the bidding process. A few select vendors are providing this technology, including Guardian Mobility Inc. The ATU system must be active in all phases of flight and report information on; tank/bucket open, close, gallons filled, and gallons dropped events with GPS data (Date, Time, Latitude, Longitude, Altitude, Speed, and Heading). Additional information may be requested for pump on/ off and coverage level. The data must be delivered to the government within two minutes of the event and not interfere with any AFF position reports. Like AFF, ATU follows the same format as the AFF JSON requirement. A web-based mapping application will automatically forward all ATU and AFF events to the required government system through a subscription service with a vendor such as Guardian Mobility. Operators need to understand their overall system onboard their fleet and ensure it is appropriately configured, as load cells are used to provide ATU.
ATU vendors may have specific requirements for compatible load cell systems and bucket/ tank types as these systems trigger the actions and give the ATU data. Although ATU vendors can support most setups, not all load cells, buckets, and tanks from different manufacturers work universally, so it is critical to consult your ATU vendor for compatibility. Counting on the reliability of ATU systems, the USDA is adding further requirements for information provided by operators. Under the new rules, operators must perform calibration tests for events including fill, open, and calculated volume drops no less than seven calendar days before the aircraft inspection. The vendor must validate that the system is reporting all data correctly at the calibration flight. Ensuring reliability and choosing an ATU vendor you trust has become critical for operators. If the ATU information becomes unreliable, a 14-calendar day window is given from the date the reliability issues were discovered to get the system back to full operation. Otherwise, the failure could lead to grounded aircraft and mission-critical issues. ➤ aerialfiremag.com | AF 31
USFS ATU requirements were first introduced in 2018 and are expected to grow in 2022. New proposed contract regulations will expand where operators require this equipment and the reliability of the systems in place. These new elements were introduced in draft contracts for the 2022 fire season; however, with delays at the USFS, a new finalized agreement will not be in place before the start of the 2022 fire season. Ultimately current contracts are being extended into the upcoming fire season, and we can anticipate seeing the new finalized contracts realized at the end of the summer/fall 2022 timeframe. The draft contracts introduced several other requirements for the contractors facing pushbacks and delays, but this has not stopped operators from preparing for the upcoming contract changes. Operators know these changes will be coming soon and want to ensure that they are ready once established. ATU vendors have seen an influx in demand for this technology as operators purchase and install their ATU equipment. Many choose to purchase and install these low-cost systems ahead of the finalized contracts to better understand their capabilities and familiarize themselves with how they work. To become compliant, operators must purchase a system that meets all requirements from approved ATU vendors. In addition to the ATU system, a bucket and/or tank must be used, as discussed in the requirements. When a bucket is used, a load cell system must be installed to provide the ATU system with the load readings. Vendors such as Guardian Mobility provide a complete end-to-end solution for the ATU, AFF, text messaging, and more as shown in Figure 1. The main components in Guardian Mobilities ATU setup are the on aircraft G4MX2 black box, the GMI connect smartphone app, and the mapping system and GM servers. G4MX2 black box: The G4MX2 unit is a small, lightweight single-box solution that is installed in any convenient location that allows for either GPS and Iridium patch antennas to view the sky or an externally mounted GPS/ Iridium combined antenna to be installed. While most ATU vendors have opted for a dual box setup that has an ATU-specific processing box and an AFF communication box, Guardian Mobility’s unique G4MX2 devices offer an all-in-one box package. This single box setup has several advantages including the lower cost for operators and minimal installation requirements using a single box. In addition, having one box from the same OEM makes support more streamlined than a multi-box setup. The G4MX2, when wired AF 32 | aerialfiremag.com
according to the installation manual, can support either Bambi or fast buckets, an Isolair tank only system, or a “Combi” mode of both buckets and tanks, depending on whether a bucket or tank is installed for aircraft operation. The Bambi and fast bucket interface uses discrete inputs for bucket and pump activation detection and a differential analog input for measuring the weight of the bucket and water hung on the rotorcraft hook using the existing aircraft bucketload cell indicator analog output. The Isolair tank interface uses the existing discrete wiring for the Isolair tank, isolated by relays, to detect tank door activation and tank pump as well as additional analog inputs configured to support the tank water level float switches. Additional discrete inputs are used to determine whether a tank or bucket is currently installed. Guardian Mobility is committed to future developments and continues to integrate new setups such as the DART, Water Hog, and Cloudburst bucket types. Guardian can provide a satellite airtime subscription that is required for the G4MX2 to share events and location information with the mapping system in near real-time. GMI connect smartphone APP: The GMI connect smartphone application allows operators to connect through Bluetooth to configure a G4MX2 and enables two-way text messaging with the mapping platform. The operator uses the passwordprotected Admin/Maintenance mode of the APP to configure some or all of the ATU operations. Once all configuration items have been adjusted the G4MX2 will report the ATU and AFF data, without any aircrew involvement, on every subsequent flight. Generally, the Aircrew is not required to interact for ATU or AFF reports unless there is a change in the size or type of bucket. In this case, the operator can easily adjust their settings to ensure accurate ATU reporting. Mapping system and GM Servers: The mapping application is a powerful software application that can be accessed globally and overlays AFF tracking and ATU reports. Other features include text messaging, map overlays, mark position events, and alert reporting. All AFF and ATU data is automatically forwarded with the required JSON outputs for government agencies. Finally knowing what ATU is, how it will affect operators, and what is required for an ATU system, the question is how much will this all cost? Complete hardware and service packages are flexible, highly customizable, and extremely cost-effective. Whether you need large data packages, pay-as-you-go options or flexible suspend options for the off-season, there are packages to fit your needs.
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Story by Ryan Mason Photos by Jeff Serpa & Ryan Mason
VENTURA COUNTY
Challenging the Status Quo AF 34 | aerialfiremag.com
The oldest and the newest of the Ventura County fleet.
Ventura County, situated north of the Los Angeles Basin, is known for its varied terrain, farming, and beaches. The county is home to over 846,000 residents, and its 2,200 square miles are overseen by one of the more unique aviation units in the country. The county’s aviation unit is made up of aviators and crew members that come from both the police and fire departments, providing needed skill sets to the team for their many and varied mission types that span everything from police patrol, search and rescue, and aerial firefighting operations throughout the county.
1600 hours of flight time on each aircraft. Significantly increasing the overall lifespan of the aircraft with the agency when compared to the much higher timed Alpha models that are now being released into the market. The Lima models, of which only 28 were produced, have larger engines than the Alpha model, along with an upgraded gearbox. Although not as complex electronically as the Army Mike model, the Lima does have some digital switchology in the cockpit, with several MFD’s, although it still has a mix of analog cockpit information systems.
The county aviation unit was founded in 1971 with a single Bell 47 aircraft, progressing to the Bell 205 in 1973, eventually securing three of the aircraft through the 1033 military surplus program. Until 1994, when the unit picked up a UH-1H, progressing through the years to now have nine airframes, including a Bell 206L acquired in 2010, a Bell 212, and three Blackhawks, which began arriving in July of 2017.
Thanks to some significant groundwork put in by the aviation unit and the county management on the Sheriff and fire department sides, along with county supervisors. The county purchased and picked up two helicopters through the federal government BEST program within ten days of agreeing to buy the aircraft—the third helicopter arriving a year later in 2018.
Unlike similar programs that began acquiring the Sikorsky S-70i and outfitting it as a Firehawk, Ventura County took a unique approach to upgrading its firefighting and rescue capabilities by securing three HH-60L model aircraft from the Army National Guard, which used these aircraft in combat search and rescue configuration. The HH-60L models secured by Ventura were three of only ten available at the time, unlike the much more common UH-60A models, which are becoming extremely popular acquisitions by contract firefighting companies. Unlike their Alpha-model brothers, Ventura was fortunate to secure Lima models that had only logged between 1400-
Once the HH-60L helicopters were on site, the more significant task of outfitting the aircraft began. While type training started on the aircraft for the pilots, the first aircraft to be transitioned into a fully-fledged rescue and firefighting helicopter was flown to United Rotorcraft in Colorado, where completion services included adding a Kawak tank extended landing gear to accommodate took place. “Our goal was never to run buckets operationally. We purchased three Blackhawks with the idea we’re going to tank each one, but as budgets allowed, build time turned into three years, so out of necessity, we put a bucket on an aircraft until we received the first tanked aircraft,” said pilot Alex Kelly. ➤
Ventura County’s new hawks are capable of multi-mission deployment for anything from search and rescue to firefighting.
During the selection process that led to the purchase of the Blackhawks, Aviation Unit Manager Mel Lovo detailed that they did look at the value for money of other aircraft, including the Bell 412, the AW139, and the stock S-70i Firehawk. Still, when it came down to budgets, they had to get creative, which led to the acquisition of a non-standard aircraft type that is now outfitted with equipment on par with the much more costly S-70i while still staying within their annual budget spends.
training and aircraft check flights before acceptance as one of the most knowledgeable people in the industry on the Sikorsky airframe.
Because the HH-60L was not a standard S-70i airframe, this led to some design challenges, said unit member Jim Dalton. “There were many things on this build that had to be custom created by United Rotorcraft; they removed 527 pounds of existing wiring throughout the stripping process of the aircraft before the complete refit took place. Custom equipment fitted for the Ventura 60s included dual Garmin GTN 750s, 500 TXI displays, and multiple changes made to the cockpit configuration that benefit single-pilot operation versus the dual pilot configuration that the UH-60 previously operated as in its military configuration.
In addition to intensive flight training and emergency procedures with Bredenbeck and the United Rotorcraft team, pilots also completed initial flight training at Flight Safety on the UH-60 airframe as part of their training program. The Ventura pilots and crew members, in addition, have designed their own crew training that involves both the pilot and the front seat crew member, that can still be responsible for several parts of the operation of the aircraft at times or in the event of an emergency, crew members have their duties to perform in the aircraft in the event of an emergency situation. All left seat trained flight crew members are also trained at flight safety with the pilots to act in the event of an emergency as another layer of safety for the aircraft and additionally take at least 10 hours of initial flight training in a Robinson before attending training at Flight Safety in addition to continued flight training being offered in the aircraft on non-operational flights.
Flight Transitions
Legacy Aircraft
Moving from the much smaller airframes of the UH-1H and Bell 214, pilots needed to be trained to fly the new airframe as the aircraft was being fitted out, and maintenance checks took place in Alabama. The training of pilots was conducted by the former chief test pilot for Sikorsky, Kevin Bredenbeck, who now does a great deal of work on the United Rotorcraft led S-70i program that includes pilot
As a unit with multiple airframes, the newly revamped HH-60L’s are the future of the unit’s progression, although each aircraft still play a part in the day-to-day operation of the unit. The county’s two Bell 205’s are nearly 50 years old with 30,000 flight hours, along with the other aircraft, including the Bell 206L, which was refurbished just a few years ago, will see the unit through the next 20 years.
AF 36 | aerialfiremag.com
Fiscal Responsibility Even as the unit grows its aircraft fleet with the addition of the new hawks, it is evident that both halves of the joint unit have longevity and budgetary concerns at the forefront to ensure the long-term survival of the unit. “Maybe 50% of our rescues may be one person lost in the woods, we would not necessarily send the hawk out for that mission when it can be completed by an equally capable 205 with a hoist, so in that case, we would use a legacy aircraft and dispatch one of our smaller aircraft unless there was a maintenance issue preventing that,” said Lovo in regards to dispatching aircraft for missions.
Fire Operations Ventura County is one of six counties in California where CAL FIRE has a contract to provide aerial firefighting services, including L.A County, Orange County, Santa Barbara County, and several others that relieve CAL FIRE from the need to provide immediate resources or provide aircraft and bases to those counties to fight wildfires. Ventura and other counties receive reimbursement through the FC107 program through the US Forest Service and CAL FIRE for their participation in firefighting operations, which was explained as Ventura County acts as somewhat of a “contract” or chartered aerial firefighting operation when needed to fight large scale wildfires and work in conjunction with other aerial firefighting assets on large fires in any of the state and federal land located throughout their large response area. ➤
Search and rescue is a significant part of the missions flown by Ventura County thanks to a large amount of state and national parks land within the county.
aerialfiremag.com | AF 37
Mission equipment on each HH-60L includes a Kawak tank, FLIR EO/IR system and an optional searchlight in addition to a Goodrich rescue hoist and numerous internal upgrades.
If mutual aid is requested for firefighting, Ventura aircraft will respond to surrounding counties like Santa Barbara and Orange Counties or others nearby. Still, unlike some other counties that will be deployable statewide, Ventura aircraft will stay within a reasonable distance of their home county as the department does not see a benefit to providing statewide support, nor does the county factor in state or federal reimbursement for firefighting operations into their annual operational budget. As a large aviation unit with multiple mission profiles and aircraft, the unit flies approximately 120 hours on fires a year, with a total average of flight hours each year between the nine aircraft fly between 1000-1200 hours annually. 30% of those hours being training flights that can vary for more significant fire seasons. With the hawks only coming online recently, there is still an unknown quantity of hours the hawks will be flown on both fire operations and other missions that include flights to offshore locations within the county, such as the Channel Islands National Park and Santa Rosa island that sit 16 nautical miles off the coast of Ventura County that the county is responsible for. The unit requires a twin-engine aircraft to fly to.
Maintenance Keeping a large agency air unit with multiple flying assets operational is no small task for Ventura County. To do that, AF 38 | aerialfiremag.com
the agency has spent years building up a parts inventory for its Bell products and is now in the process of doing the same for the Blackhawks that are new to the agency in the hopes that as problems arise, there will be sufficient parts to keep all aircraft operational for when they are needed. As far as the Blackhawk maintenance goes, internally, the agency can do 40-hour services on the aircraft. Still, larger maintenance tasks will be sent to outside vendors such as Arista Aviation in the past. The agency is working on a master agreement with United Rotorcraft for PMI’s and all other large maintenance tasks.
Equipment Upgrades Although the agency currently operates the older Starfire FLIR system currently on both Blackhawks, they have taken delivery of two L3/Wescam LX-15 units that will be fitted as the fire season winds down. The demand for the hawks lowers, allowing the agency to fit the two new EO/IR units that will give them the ability for both day and night usage. In contrast, the older Starfire units were previously only capable of night use. The new camera units will be used across the spectrum of the unit’s missions, from search and rescue to law enforcement missions, with unit members looking forward to what the new system will provide for night firefighting missions, providing additional safety and vision to night loading of water during fire operations. ➤
The unit flies approximately 120 hours on fires a year, with a total average of flight hours each year between the nine aircraft averaging 1000-1200 hours annually.
Ventura County’s use of the HH-60L combines some of the original cockpit instrumentation with modern avionics. aerialfiremag.com | AF 39
Staffing Joint aviation units, at times, can be a complex operation of how the unit is staffed and who pays for what within the unit; however, Ventura County, over its more than 40 years in operation, has become symbiotic in how they continue to keep the aviation unit functioning. All pilots provided to the unit come from the Sheriff’s department side of the house. While there was previously a requirement for pilots to be deputies, only Jim Dalton remains the last sworn Sheriff’s deputy pilot from the Sheriff’s department. Maintenance employees are civilian employees that are also paid for by the Sheriff’s side. At the same time, rear crew members can consist of a mix of Sheriff’s department members and fire department crew members. The unit employs two senior deputies and a sergeant as crew chiefs, in addition to two firefighter-paramedics and a fire captain who function in that role consisting of 22 crew members that are a mix of staff from both agencies that serve as crew for each flight as needed for daily staffing in addition to five pilots and one reserve pilot. In addition to full-time staffing, Ventura County partners with local hospitals that also provide medical staffing for search and rescue missions that consist of multiple doctors, nurses, and paramedics that are made available daily from 7 am to 7 pm on-site for search and rescue missions where field medical intervention may be necessary.
Training While training for pilots and full-time staff is an ongoing monthly requirement for unit staff members and is sometimes conducted daily, the unit also focuses on the training and certification of its volunteer medical staff in hoist operations, water egress (HUET), and helicopter offloading drills every month that keep all of the crew’s skills sharp and focus heavily on crew resource management to keep their operations smooth, precise and as safe as possible for both aircrew members and those in need of assistance during rescue. evolutions.
Operations The Ventura County aviation unit is currently staffed with eight staff able to respond anywhere in the county within 25 minutes from 7 am to 7 pm for everything from a standard law enforcement flight to provide overwatch on a scene to a significant fire or rescue situation and provides on-call flight crews every day for the hours outside of their regular coverage periods. Over the nearly 50 years of operation of the unit, while aircraft may have changed, improved, and become more capable, the passion for providing a high level of support and response is evident in the drive of every member of the unit as they continue to provide a high-quality service to the citizens of Ventura County. AF 40 | aerialfiremag.com
Ventura County aircraft can be tasked to respond to several islands within the county that require a twin-engine aircraft for safety.
An Erickson Air Crane scoops seawater to drop on fires in Greece.
Story and photos by Stamatia Kal & John Pitsakis
Greece Under Fire The 2021 fire season saw Greece at the forefront of the world stage as the most devastating fire season in many years to hit the country. The largest fires occurred in the Northern part of Evia Island and Western Attica, causing severe ecological destruction for the small Hellenic nation.
the 2008-2020 seasons, including a 130% increase
The 2021 firefighting season in Greece saw a 632% increase in areas affected by wildfire compared to
Greece ranked first in the severity of wildfires, followed
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in wildfire activation throughout the country. This resulted in the burning of 1,550,000 acres, according to published data from the Greek Forestry Service. Compared to the rest of Europe during the 2021 season, by Turkey and Italy.
This year’s megafires in Greece, along with the total burned area: • • • • • • •
8/3 Northern Evia island (508.876 acres) 8/3 Eastern Mani, Lakonia region (104.712 acres) 8/3 Varimpompi, Attica region (83.774 acres) 8/4 Ancient Olympia, Ilia region (180.054 acres) 8/4 Messinia region (51.067 acres) 8/5 Fokida region (30.019 acres) 8/16 Vilia region, western Attica (97.591 acres)
According to Greek authorities, arson was sadly one of the major causal factors of the 2021 fire season. Seventyeight suspects were arrested in forested areas during the 2021 season, 56 cases related to negligence, and 22 cases attributed to deliberate acts of arson. Through published Greek data, authorities attributed 64% of wildfire-affected ignitions in Greece to human factors, with 26% attributed to unknown causes and 10% to natural causes.
Meteorological forecasts in Greece had warned of increased temperatures and fire risk brought on by climate change, the total area of wildfire affected throughout Greece in 2021 was 324% higher than the 2020 season, with a 220% increase in forest fires, with the greatest occurrence of wildfires in 2021 occurring throughout August. Aerial firefighting operations in Greece are usually conducted by various squadrons of the Hellenic Fire Corps, the Hellenic Army Air Corps, and Hellenic Air Force, along with significant contributions by civil contractors including Erickson Air Crane Inc., who provided a fleet of S-64Es along with engineers and pilots stationed throughout Greece. Fixed-wing assets in Greece consisted of a fleet of PZL (Mielec) M-18B “Dromader” aircraft, affectionately known as “camels,” the original version of the Canadair CL-215s and two variants of the CL-415, CL-415GRs, and CL415MPs, with the latter being also capable of undertaking SAR missions. Rotary assets used in Greece include CH-47 Chinooks from the Hellenic Army Air Corps and 2 Super Pumas from the Hellenic Fire Corps who use a Bambi bucket. In 2021, Greece leased assets from Russia, Australia, and the U.S. in anticipation of the increased fire danger. Apart from the annual leasing of a Skycrane fleet from Erickson, Greece leased two Bell helicopters (with Mitilineos Group leasing an additional 4 Bell Helicopters) from McDermott Aviation, ➤ aerialfiremag.com | AF 43
CL-415 and CL-215s were some of the many worldwide assets sent to fight this year’s devastating fires in Greece.
6 Air Tractors from Pay’s Aviation Services including 4 Fire Boss aircraft, 1 Beriev Be-200ES from Russia and a fleet of Mil Mi-171s. In August, Greece invoked the European RescEU agreement, which enabled additional aircraft from several countries to provide an international response to the fire crisis. Spain and Croatia supplied Canadair CL-215Ts and CL-415s, while Cyprus, Israel, and Sweden responded with Air Tractor Fire Bosses and Russia responded with two modified Illyushin Il-76 aircraft modified with MAFFS systems. Greece’s first responder aircraft, the PZL (Mielec) M-18 Dromader aircraft, manufactured in Poland intended for export, were purchased by Greece in 1983 and replaced an aging fleet of Grumman biplanes. The aircraft was initially used in crop-dusting and firefighting, and they now are exclusively used as firefighters. They can carry 2500 liters (660 Gallons) of water. AF 44 | aerialfiremag.com
To conduct efficient fire operations, Greece’s fleet of pistonengined CL-215s, limited by ambient temperature during startup, were forced to relocate assets to island airports offering a cooler environment to allow the aircraft to take off. Combining a top speed of 157 knots and the ability to load 5000 liters (1350 Gallons) of water in 12 seconds, the CL215s have been a firefighting asset in Greece for more than 45 years. Greece later invested in the CL-415GR model, which, with two Pratt and Whitney PW123AF engines, lifted the restrictions of the previous model while increasing the aircraft’s top speed to 194 knots. The CL-415GR is a further improved version from the original Super Scooper, with a higher load capacity of more than 6000 liters (1585 Gallons) of water. Comparing the two aircraft, the CL-415 can operate on-site until the last light of the day, while the CL-215 is limited in not being able to operate at night in Greece. At the same time, the 415 has night landing capabilities and can return after civil sunset. ➤
Erickson Air Crane has a long standing relationship with firefighting in Greece along with several other companies such as Australia’s McDermott Aviation
In addition to super scoopers, Greece contracted several Fire Bosses from Pay’s Aviation in Australia.
Regarding the modernization of the firefighting fleet, Greece’s former secretary of Civil Protection mentioned the possible evaluation and purchase of 8 Viking Air CL-515s in the future, which would allow nighttime operations. This investment would come through the funds of the AEGIS program, along with the imminent replacement of the aging PZL fleet.
Turkey, assisting in the large Antalya wildfire. Russia supplied three Mil Mi-8 helicopters and 2 Illyushin Il-76TDs. Unlike the other aircraft, these operate like VLAT aircraft, reloading at the airport, capable of dropping 1333 Gallons of water each.
After the devastating fires in Varimpompi and Northern Evia broke out, Greece requested assistance from any country that could assist, resulting in a massive international response. Qatari, Romanian, Ukrainian, Polish, and French firefighters traveled to Athens and immediately jumped into action. Swedish, Cypriot, and Israeli Fire Bosses, Croatian and Spanish Canadair CL-415s came from neighboring
“To effectively manage and tackle the problem of forest fires, the specific characteristics of each region, such as fuel types, landscape, weather, and even the social or economic aspects have to be taken into consideration,” said Dr. Miltiadis Athanasiou, an expert in forest fires who holds a Ph.D. in Wildfire Science from the National and Kapodistrian University of Athens. ➤
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“In ideal conditions, after assessing the threat to the natural and anthropogenic environment, we have to act with preventive public policies. Agroforestry fuel management that matches the green and circular economy and public awareness objectives will help prevent mega-fires. Those efforts reduce fire hazards in strategic locations, mitigate the fire risk, and facilitate fire suppression. There are no ‘cureall solutions’ to the fire problem. We have to help the public learn and act to build community wildfire resilience,” he continued. While a concern to Greek government officials, wildfires were also a huge concern to Greek residents who were put at risk constantly throughout 2021. “The fire broke out at noon on the outskirts of the village of Ziria and quickly escalated due to the strong winds that day. The Fire Department rushed to the area and quickly attempted to contain it with the help of the local people.
The aircraft arrived roughly three hours after the fire began. The residents attempted to put out the fires, contain them, and keep them outside the village. The Civil Protection Authority’s EAS sent an evacuation order for the villages, including mine and a sports camp located in the region, as the fire was moving towards their locations. It was certain that the fire could not be contained and would reach the shorelines, burning everything in its way. After soaking outhouses with water and locking windows and doors, we moved towards Aegion, hoping that our house wouldn’t be burnt down.” said Nikos Giannopolis, a resident of Loggos village. 2021 will go down in the Greek record books as one of the most significant fire seasons over the last several decades, while the international response that also broke records for a global response to aerial firefighting will also be one of the most significant international responses to an aerial firefighting season in history.
Military assets like this CH-47 form part of Greece’s military response to aerial firefighting each season.
AF 48 | aerialfiremag.com
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By Ryan Mason While only a small percentage of wildfires grow into complex infernos, it is these select few that cause the most damage. Wildfires in the US burned over seven million acres in 2021, and megafires are becoming more prevalent, with seasons extending and requests for air tankers reaching into the winter months. With increased wildfire behavior comes greater demand for additional support. For over 50 years, Aero-Flite has continually grown to meet these needs, responding to an ever-increasing call for more tools to fight wildfires. ➤ AF 50 | aerialfiremag.com
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
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Aeroflite, a Conair owned company, is one of two companies that supplies the CL-415 for aerial firefighting in the United States.
Aero-Flite’s methodical approach to diversifying its fleet is designed to support government agencies and firefighters on the ground, offering many aerial options intended to provide the best resources for each mission. Factors such as heat, humidity, wind, fuel type and location play a crucial role in calculating an effective aerial response. Aero-Flite continues to evolve, growing its fleet to fill gaps, offering a range of capabilities that allow agencies to respond to a wide range of wildfire behaviors. The company operates two main fixed-wing air tanker types, amphibious and land-based. Both are designed to work together as a team, with air tankers laying retardant lines to contain the flames and slow the spread, while super scoopers douse the blaze, allowing firefighters more chances to put out the flames on the ground. Aero-Flite provides both types to agencies, and, by this summer, will offer both Type 1 and Type 2 air tankers, capable of operating out of urban and remote tanker bases with shorter runways. This will allow the company to offer rapid initial attack opportunities by being positioned closer to where fires start.
A History of Support The company first began operations in 1963 based out of Cody, Wyoming, and later Kingman, Arizona, operating radial engine DC4 air tankers and CL-215 water bombers. In 2012 Conair purchased Aero-Flite and retired the legacy fleet, replaced by the Next Generation Type 1 RJ85 air tanker, outfitted with an external 3,000 US gallon / 11,355-liter tank designed to drop retardant or water. Also replaced were the CL-215s, replaced with the newer model CL-415. AF 52 | aerialfiremag.com
In 2015, Aero-Flite moved from Arizona to Washington state, making its new home at Spokane International Airport, bringing 40 employees, three RJ85 air tankers, and one amphibious CL-415. Soon after establishing themselves in the Pacific Northwest, the organization grew to a fleet of seven RJ85s and four CL-415s, plus a Pilatus PC-12 dedicated to moving crew and parts, increasing its team of mechanics, pilots and support staff, cementing themselves as one of the largest privatelyowned, fixed-wing aerial firefighting organizations in the US with a team of nearly 170 skilled professionals.
Success Starts with Safe Aircraft During the firefighting offseason, typically November through March, crews perform maintenance on the fleet, preparing the tankers for deployment the following spring to the lower 48 states. Before deployment, all aircraft undergo enhanced inspections and maintenance to look for and address any wear and tear that inevitably results from aerial firefighting maneuvers. A thorough evaluation of each aircraft, with associated repairs, can take several weeks depending on the size and complexity of the aircraft type. Supply chain agility and efficiency are the backbones of a strong aviation program as without the parts, aircraft are left grounded. Proactively predicting when aircraft parts will reach their lifespan while anticipating unexpected failures is a complicated dance that weaves together predictive analysis with years of experience. Purchasing and Stores groups work together with Maintenance to have on hand thousands of parts for the wide variety of aircraft types in the fleet, fostering strong relationships with vendors and Original Equipment Manufacturers (OEMs) around the world to secure necessary components when needed.
Conair now operates the RJ-85, the CL-415 and the new Q-400AT both domestically and internationally.
Incorporating Innovation with Impact Aero-Flite continuously looks to use technology to improve outcomes, outfitting aircraft with tools that make executing missions more accurate, effective and safer, This includes installing Infrared Red (IR) cameras on the CL-415 fleet and equipping every aircraft with a second FM radio to facilitate better communications with ground firefighters and satellite voice and data communications systems, providing exact aircraft location, flight operation details, drop information and immediate voice contact with the crew. Last year the Aero-Flite CL-415 group was upgraded with a second Angle of Attack gauge, enhancing the crew’s ability to manage the proper energy state on the aircraft avoiding unsafe conditions. In recent years the company’s CL-415 deployments to the American southwest have dramatically increased due to changing wildfire conditions and demand. Due to this change in operations, the CL-415 fleet operates in much hotter conditions, with cockpit temperatures reaching more than 113F. Lowering the cockpit temperature was critical in managing the fatigue of the aircrew. Hence, Aero-Flite undertook several heat management initiatives, including outfitting the aircrew with aviation-grade cooling vests and repainting the nose from black to white, resulting in a 42F cockpit temperature reduction.
Introducing The Dash 8-400AT to the USA Looking ahead, Aero-Flite’s next step is introducing the new Dash 8-400AT air tanker into the US, providing a
Type 2 size air tanker that offers the punch of a Type 1 while filling a needed and growing niche by giving rural communities access to a large air tanker, positioned from smaller tanker bases that can operate on airports with 5,000’ runways, providing more strategic response and reload options. The Dash 8-400AT, or the ‘Q’ as its nicknamed, features an external tank, like the RJ85, ensuring the integrity of the airframe is protected while keeping the cabin pressurized and cockpit climate-controlled for pilot safety. The Q provides the speed of jet engine air tankers when flying short distances to wildfires and holds three ‘Time to Climb’ turboprop records. This fast response means a quick turnaround from base to fire and return, speeding up line building.The aircraft’s tank capacity allows for a 2,642 US gallon / 10,000-liter payload while emitting 30% fewer emissions and burning less fuel than air tankers of similar size, translating into both a clean environment and lower cost of operation. The tanker has been operating in the multi-role version in France for 15 years, providing both air tanker and emergency response services, including medevac, passenger and cargo support. The air tanker version is currently operating its second season in Australia, with a long-term commitment to keep the aircraft on the continent for four years, in addition, entering its second season in Canada and Alaska, operating through Conair in Canada. ➤ aerialfiremag.com | AF 53
Certifying a New Airtanker The Dash 8-400AT is currently undergoing the final phases of its certification process after finishing its grid test in California in December. COVID had, like many things, forced a pause on testing for nearly two years, with the air tanker being permitted to operate under an interim certificate. Aero-Flite has been training flight crews and aircraft mechanics on the Q and its systems for months, creating a detailed maintenance and regulatory program required by the FAA to certify the air tanker as safe for use. Also in the last stages of development is an entire logistics support program for the air tanker when it repositions to bases around the country during fire season, including trucks, trailers, parts, and tools. And there are preliminary plans in the future to build a new hangar as the fleet grows.
Available When the Call Comes The Q is a game-changer for Aero-Flite and the aerial firefighting industry. While not the biggest, it is the most versatile air tanker capable of supporting the widest variety of wildfire types, working in partnership with large and small air tankers and amphibious fleets. The Q will be operating for years to come, fully supported by an active Original Equipment Manufacturer (OEM), ready to replace legacy fleets around the country as they age out into retirement.
AF 54 | aerialfiremag.com
aerialfiremag.com | AF 55
Story by Nancy Andersen
A TEXAS “HUMP“ PILOT BUILDS AN AVIATION LEGACY NEAL AIRCRAFT - 75 YEARS IN AVIATION In 1945 Roy Neal joined the U. S. Army Air Corps 4th Ferry Group flying 48 missions in the China-Burma-India theatre during April15, 1945 - July 18,1945. Roy had been chasing his dreams of aviation and now he was flying on a daily basis in an aircraft that was not built to fly the missions he was carrying out, flying supplies at an altitude unheard of for a C-47. Neal Aircraft has proudly been serving the aviation industry for 75 years. Family patriarch, Roy Neal began working in aviation on January 1, 1946, in the city of Lubbock, Texas as a Piper dealer for the West Texas region – Wes-Tex Aircraft.
THE FORMATIVE YEARS Roy Neal was born in Philadelphia on March 1917, as a young child his family moved to Plainview, Texas. He was a young man who was always seeking adventure and was curious by nature. At a young age he began building his legacy. Rumor has it that when he graduated from Plainview High in 1923 the sheriff was kindly awaiting him for a personal escort; as he walked across the stage from receiving AF 56 | aerialfiremag.com
his diploma and officially graduating from Plainview High, the sheriff escorted him out of town, telling him “now that you have completed your education it would be best if you left town.” To this day, the family keeps that secret tucked away in a vault. Heeding that advice, Roy and his good friend decided to head for the sun and fun of Florida. His friend, having family in Florida, hitchhiked across the southern part of the U.S. with a log of bologna to eat on the trip. They decided to grab a bus the last few miles to Miami. After all, they didn’t want to look like a bunch of vagabonds. It would look much better if they called his friend’s aunt to pick them up from the bus stop. They were fortunate enough to quickly find work on a banana boat. Always an adventure seeker, this job fulfilled their desire to travel and provided them money for their daily needs. The boat disembarked from Miami and sailed to Cuba, there they loaded the boat with bananas and brought them to Miami. Roy was able to make three, of these two week long trips before he decided he was homesick and it was time to come back to Texas. ➤
Realizing the importance of furthering his education, he enrolled at Texas Tech University, where he met his lovely bride Emma Nell Thatcher. They married in 1936, she continued her work at the Texas Tech bookstore while he attended school. World War II had begun; but, the U.S. was not yet engaged in the fight. Soon after they were married, the U.S. entered the War joining forces with its allies against the Nazis. Roy felt the urge to join having just completed his private pilot’s license. In 1942 he became a pilot in the U.S. Army. His first job was as a civilian flight instructor, flying almost daily from 1942-1943.
THE CHINA-BURMA THEATRE As the U.S. became more engaged in the War, Roy was selected to fly in the China-Burma-India Theatre, becoming what were known as “Hump Pilots”. Aircrews flew C-46’s, C-47’s and other aircraft over “The Hump”, the nickname the pilots gave the airlift operation that crossed the Himalayan foothills into China. It was the Army Air Force’s most dangerous airlift route, it was the only way to supply Chinese forces fighting Japan. When the United States started running supplies to the Chinese forces fighting Japan, the Western part of the country was firmly controlled by the invading Japanese. The Japanese also controlled Burma, on India’s Eastern border, cutting off the last land route to the Chinese. Supplies would have to come by air and American planes would have to come from the West — over the “Roof of the World.” Flying the Hump was incredibly dangerous. More than 1,000 men and 600 planes were lost over the 530-mile stretch of rugged terrain. I t was dubbed the “Skyway to Hell” and the “Aluminium Trail” for the number of planes that did not make it. The mountain ranges of the Himalayas caused jet stream - strength winds and dangerous weather at extreme altitudes. And when that does not kill you, a Japanese Zero will be there to try. Pilots traversing the route had to fly the Kali Gandaki River Gorge, a depression much wider and deeper than the Grand Canyon. The mountains surrounding the gorge were 10,000 feet higher than most of the planes could fly. The pass to escape the gorge was 15,000 feet high — but pilots could not often see it. The “Hump” initially contained few en-route navigational aids. En-route communications were poor and air traffic control, except for local control towers, did not exist. Aeronautical charts were very unreliable and weather reporting was very poor. Pilots were issued fleece-lined jackets, boots, and gloves to keep their extremities from freezing during the flight. Lack of oxygen could cause pilots to veer off-course and into an almost certain death. C-46 cargo planes did not glide, their heavy engines causing an almost immediate dive. Roy flew C-46’s daily for the next 2 years, “The Hump” never closed.
The war was over, Roy headed to Dallas to collect his wife and family. He brought them back to Lubbock to start their new lives. Roy and Emma Nell had three children. In Lubbock his passion for aviation continued and he set his sights on an aviation business. He pursued M.T. Dagley to buy his Piper dealership, they had an agreement that would allow Roy to buy him out. Roy lacked the funding to buy the dealership, he set out to find a bank that would lend him the money. He knocked on every banker’s door and was turned down. The bankers said, “there is no future in an aviation business”. This did not discourage him; it fueled his passion and determination that he would find a lender and be a success. Lubbock National Bank listened to his business plan and saw his vision; they agreed to lend him the money for the dealership. Roy Neal began Wes-Tex Aircraft in 1946 at the Lubbock Municipal Airport. There he started what would become the Neal family legacy in aviation. He sold new and used Piper airplanes, parts and service. At the airport he was a flight instructor, he rented planes and there was only one piece of the puzzle missing - no one in the area knew how to insure an airplane. The insurance companies came to Roy and convinced him he needed to set up his own insurance company. Roy who never viewed things as challenges only as opportunities set out to become a licensed insurance agent. Thus began Roy Neal Insurance. Roy could teach you to fly, sell you a plane, annual it, rent you a hangar, and insure the plane - Roy may have coined the term one stop shopping.
ENTERING OF A NEW ERA Larry Neal; the middle child of Roy and Emma Nell, enjoyed his time working at the airport. At the young age of 10, he worked at the airport driving the fuel truck, cleaning the aircraft and learning all of the odds and ends at the airport. He would ride his bike from his home to the airport to fuel the jets flying into the Lubbock Municipal Airport. One day while he was standing on the wing of a plane fueling it, an individual called the FAA to advise them of a kid who was fueling the aircraft. The FAA quickly ended his career of fueling airplanes. ➤ aerialfiremag.com | AF 57
In 1965, Larry entered college at Texas Tech University to pursue a degree in Engineering. He continued his studies while the Vietnam war was raging in the Asia Pacific region of the world. One day he was sitting in his very last exam that he was taking to complete his graduation from Texas Tech. He decided that his exam and his diploma were inconsequential to what was going on in the world. He got up from his test and walked out of the classroom. He headed straight to the Army recruiter’s office across the street and enlisted in the summer of 1968. Once he completed the Army paperwork, he drove to the airport to tell his father the news of joining the Army. As Larry entered his father’s office, Roy was holding up his newspaper and reading the latest news. While Larry explained to his dad what he did, Roy never put down the paper and his only words to his son were, “are you going to tell your mom, or do you want me to?” Soon after, Larry was off to Vietnam where he worked in Air Traffic Control for the U.S. Army. He was stationed along the Cambodian border in the Tay Ninh province where for 13 months, they took incoming fire almost daily to the point that he usually slept under his cot more often than on it. After Vietnam, Larry enrolled in night classes at Troy state university while stationed at Ft. Rucker as the air traffic control supervisor. Once he was discharged from the Army, Larry re-enrolled at Texas Tech in 1972 and returned to work for his father at WesTex Aircraft. While he was there he met a beautiful, tall, leggy Texas girl full of moxie named Melanie. He was quite smitten by her and they married in 1975, shortly after he had graduated from TTU in Spring 1974. While working at WesTex in accounting, he also spent time flying new planes from Lockhaven, Pennsylvania, Vero AF 58 | aerialfiremag.com
Beach, Florida and delivering planes all over the US, Mexico and even to Iceland. Piper soon merged with Textron. The corporate decision was made to eliminate dealers and sell directly to the customers. During that time one of Larry’s customers told him about Leland Snow, who needed dealers in the northern Texas area. The customer arranged for a meeting between Leland and Larry; there was born the relationship between the Neals and the Snow family.
SLATON AIRPORT SEEKS NEW FBO MANAGER Neal Aircraft began selling Air Tractors in 1986, and that same year the city manager and mayor asked Larry to move to Slaton. The Lubbock FAA tower was preparing to take the ability to clear non comm aircraft. At that time there were many ag planes that did not have radios. After some thought Larry came back with a two page list of things the City of Slaton needed to get done before he would move. The Slaton Municipal Airport worked better for flying agricultural aircraft where the airspace was not as restricted as the Lubbock International Airport, which had grown dramatically with the addition of airlines and many cargo carriers. As Larry managed the airport, also an Air Tractor dealer; he was also raising a family and growing the airport. The Slaton airport has a unique dynamic not seen at other municipal airports. I t currently has an aviation museum that has aircraft from WWI to current military aircraft, G-B Aerial (SEAT firefighting operation), Pro-Agri (ag aviation operators), Raider Aviation (aviation school/GA mechanic) and The FatTire Cowboys who fly the YAK-110 to air shows and let’s not forget Neal Aircraft (Air Tractor dealer), Sekon Aviation (aircraft turbine mechanic).
Roy Neal began Wes-Tex Aircraft in1946 at the Lubbock Municipal Airport. There he started what would become the Neal family legacy in aviation. He sold new and used Piper airplanes, parts and service. In June 2019 the city of Slaton memorialized Larry T. Neal by renaming the airport after him, becoming the Larry T. Neal Memorial Airport (F49). The airport sign is now the very recognizable Air Tractor aircraft with the new renamed airport.
LOOKING FORWARD Robert Neal now carries on the family legacy of aviation; you can find Robert stepping into the big shoes that his father and grandfather have left him. He has grown into them quite well. Robert and his wife Cory are busy parents of 4
beautiful children ages 4-13. Cory is a true Texas woman, full of energy, fierceness and cuteness. She has the family running in precision - on schedule, on time and while she works for a real estate team of 5 agents in Lubbock. After graduating from Texas A&M and from the prestigious Texas A&M Corp of Cadets, Larry spoke to Robert about the family business and decided to not push it, to just let things fall into place. Robert chose to not enter the family business and make his mark in the pharmaceutical industry. He and Cory were living in San Antonio and Boerne pursuing their careers. As he climbed the corporate ladder and traveled more for work, they were starting their family. They decided it was time to be near family, so the children could enjoy their grandparents. Robert decided it would be nice to have the time to learn and work alongside his father. Now you can find Robert behind an aircraft talking business with customers. The Neal family has continued their passion for aviation and share that passion with their family. In the summers you can find the Neal kids working at the airport, continuing the family’s aviation passion. No matter where you are flying from, the FBO is truly Texas…Texas hospitality. Come visit us at the Larry T. Neal Memorial Airport, where you will find a family with a rich 75-year Texas aviation history. aerialfiremag.com | AF 59
Neptune Aviation Services’ Winter Maintenance Assures Year-Round Readiness Story by Paul Seidenman As wildland summer fire seasons extend into autumn, and the fires, themselves, become increasingly destructive and widespread, aerial tankers must be ready to fly on a moment’s notice. For Neptune Aviation Services, that mandates a 99+ percent dispatch reliability rate for its fleet of nine BAe 146-200s tankers, converted from regional airliners to retardant dropping aircraft by the company. Neptune, in fact, became the world’s first operator of the BAe 146 in an aerial firefighting role, with deployment of its first one as an air tanker in 2010. The near-perfect dispatch rate, which would be the envy of most commercial airline operators, is due to Neptune’s aggressive winter maintenance program, carried out at AF 60 | aerialfiremag.com
its Missoula Montana Airport (MSO) headquarters and maintenance complex. Another major contributor is the aircraft itself, but in order to appreciate that, it is necessary to have some understanding of why Neptune selected the BAe 146 to replace its fleet of 11 Cold War Era, ex-Navy P2V Neptunes. As far back as 2006, Neptune realized that the aging Lockheedbuilt anti-submarine patrol aircraft could not be kept in service indefinitely, and a replacement would have to be found. Since the P2Vs were no longer supported by Lockheed-Martin, successor company to the original equipment manufacturer (OEM), Neptune, itself, took over the responsibility for all airframe maintenance, as well as 90 percent of the parts and labor support for the engines, which also had no OEM support. Each P2V was powered by twin Curtiss-Wright R3350 radial engines, and two Westinghouse J34 jet powerplants.
“We schedule our winter maintenance, so anything due in the next 12 months, 400 hours, and/or 600 cycles is complied with during the heavy (C and D) check.”
Neptune’s winter maintenance program involves complex planning and dozens of staff members.
At the same time, in the wake of a series of high profile fatal air tanker accidents, the US Forest Service (USFS) indicated that it would no longer put aging military and commercial, legacy aircraft—typically operated by the airtanker industry— under contract after 2018. Effectively, it was telling the industry it wanted a next-generation large air tanker. With no purpose-built air tankers capable of carrying a minimum of 3,000 gallons of retardant in existence, Neptune turned its attention to the commercial airframe pre-owned market. According to Greg Jones, Neptune’s Vice President, Project Development, while both the BAe 146 and the Boeing 737 were considered leading candidates, the BAe 146— powered by four Honeywell ALF 502 jet engines—was eventually selected.
“The next-generation tanker, by government specification, had to carry 3,000 gallons of fire retardant, and have manufacturer support for use in the aerial firefighting environment,” he explained. “The size of the aircraft had to fit current USFS air tanker base infrastructure, have a robust design, and meet all USFS next generation tanker requirements. What it came down to was supportability, maintainability, and available airframes at a reasonable acquisition cost.” Jones pointed out that Tronosjet Maintenance of Prince Edward Island, Canada, developed an internal tank and held a supplemental type certificate (STC) for what he called “the basic first generation” of the BAe 146 internal tank drop system.
“We quickly learned the 1st generation Tronos tank needed improvements to meet IAB (Interagency Airtanker Board) requirements,” Jones pointed out. “Neptune took over the program, purchasing the original STC from Tronos, and made the necessary changes to improve tank performance to the level it is today—a 3rd generation system, with full IAB approval.” The 3rd generation drop system was successfully fielded in 2013. Neptune, added Jones, has a continuing relationship with Tronos, but mostly on an as-needed basis. “We implemented technologies that have never before been utilized in the airtanker industry, particularly in the tank and gating system, and monitoring of the aircraft,” Jones noted. ➤ aerialfiremag.com | AF 61
Asked if the tankers have met the operator’s expectations, Jones is emphatic. “We’ve had these aircraft for 12 years and they have performed as expected. There have been no surprises, the BAe 146 airframe is robust, the pilots like its simplicity, and it flies and maneuvers well in the firefighting environment,” he said. Clifford Lynn, Neptune’s Director of Maintenance, cites the company’s highly structured winter maintenance program as an important contributor to the reliability of the next-generation air tanker. According to Lynn, Neptune’s maintenance team designed the FAA-approved airframe inspection program (AIP), which builds upon BAE Systems’ OEM maintenance protocol for the aircraft as a commercial jet. Neptune had procured a fleet of well-maintained airliners with a fleet-wide average of 34,355 cycles, on acquisition. (A cycle encompasses one take-off and landing). As Lynn stressed, this was not out of line for an airliner which had been in service since the 1980s and 90s. As he described it, every year, each aircraft gets an A Check, a C phase check, and a D phase check. Every two years the C check is completed and every four years the D check is completed. These C and D phase checks include a corrosion control and structural inspection program. The airframe, retardant tanks, and the engines are what the winter maintenance primarily targets.
Winter maintenance on Neptune’s BAe 146 airframes is carried out exclusively in-house, the only exception being an occasional component X-ray for corrosion control. Similarly, all inspections and maintenance on the ALF 502 powerplants are done by Neptune’s technicians, with the exception of a few specialized subcomponent inspections and tests, which are outsourced. Neptune owns six hangars, plus three additional support buildings at Missoula, with total hangar space encompassing 140,000 square feet. Of that, the 33,000 square foot main hangar is dedicated to tanker maintenance. Lynn reported that his team has the capability to run three maintenance lines simultaneously, but Neptune usually runs only two at a time.
“We schedule our winter maintenance, so anything due in the next 12 months, 400 hours, and/or 600 cycles is complied with during the heavy (C and D) check,” said Lynn. “To date, the nine air tankers are averaging 300 cycles per year. Some line replaceable units (LRU) are not changed during the checks if they have significant time on them remaining.”
Lynn cites the dedication, skill, and drive of its maintenance staff as the primary reason behind the success of these onetime regional airliners as repurposed air tankers. “It is the Neptune team that drives that success,” he said.
Lynn added that for most life-limited components such as the landing gear, oxygen, and fire bottles, Neptune follows the OEM maintenance protocol.
“We look for airframe and powerplant (A&P) certified mechanics with the heavy airframe, as well as avionics experience; however we do not shy away from uncertificated or entry-level mechanics with the right attitude,” said Lynn. “Experience on the BAe 146 and the Honeywell ALF 502 engine is nice to have, but not a must-have.”
Because of the stressful environment in which the aircraft fly, some components have to be inspected at more frequent intervals, he noted. “Also, we have some additional tankrelated inspections.” In that regard, Neptune has equipped one aircraft with Curtiss-Wright strain gauges, under USFS contractual requirements. The strain gauges generate data, which Neptune can use to make sure its calculations for fatigue are correct. All aircraft also have a monitoring system that alerts the company’s maintenance control staff about what Lynn termed “over-G-events,” which are rare. AF 62 | aerialfiremag.com
Currently, Neptune’s maintenance staff numbers approximately 100.
He added that about 60 percent of the current maintenance cadre worked for Neptune when it still flew the P2Vs. All of them transitioned to the successor airplane through completion of a BAe 146 familiarization course, which Neptune runs itself. Specifically, that includes multiple online BAe 146 system-specific courses as well as a 40-hour in-person class. New employees, said Lynn, are assigned to a shop lead. “The shop leads are the coach mentors of their team for professional development,” he pointed out. ➤
aerialfiremag.com | AF 63
AF 64 | aerialfiremag.com
Montana based Neptune Aviation services all of its aircraft during the winter break at its Missoula headquarters.
The familiarity of Neptune’s maintenance team with the BAe 146 extends from depot-level inspections and repairs to field-level service, utilizing Neptune-owned business aircraft to fly parts and mechanics to the air tanker’s location if the aircrafts dedicated support van does not have the specific part needed. Usually, a field repair—and aircraft return to service—can be accomplished within hours, or a day at most. As with many businesses today, Neptune has been impacted by the COVID-19 pandemic. Fortunately, as Lynn explained, the initial COVID restrictions came to Montana towards the tail end of the winter maintenance period in 2020-21. “Those positions that could work from home-such as those focused on records, and the Maintenance Control Center (MCC), as examples--were allowed to work remotely,” said Lynn. “Overtime in the shop was voluntary.
As sick days increased from the usual 10 percent to as much as 30-40 percent at times, everyone pitched in where and when they could as far as supporting different shops people were not assigned to. Vendor supply shortages have been mitigated by Neptune’s extensive inventory of parts & equipment.” Nicholas (Nic) Lynn, Neptune Aviation’s VicePresident, Operations (and Clifford Lynn’s brother), cites BAE Systems customer support as a contributor to Neptune’s successful BAe 146 operation. “BAE Systems has been a great partner,” said Lynn. “Their level of support is outstanding, especially given the size of the remaining operational fleet. They have maintained a group dedicated to supporting the BAe 146 fleet worldwide. As the global fleet diminishes (currently about 90), that group has gotten smaller, but the level of support from our view has remained top-notch.” ➤ aerialfiremag.com | AF 65
Neptune’s winter maintenance program can include scheduled maintenance and also system and avionics upgrades or even repainting of aircraft.
As Lynn explained, as with many BAe-146 operators, the OEM provides Neptune with technical, engineering, and spare support. “There was definitely a learning period for both sides early on, but now we are a little over 10 years into it, and things run very smoothly,” he noted.
“We did work with them regarding the purchase of the
Currently, according to Lynn, approximately 35-40 percent of replacement parts come from BAE Systems, while the rest are sourced by Neptune from various other vendors through its internal spares and logistics departments. “BAe primarily provides us with engineering support for the airframe and systems as things pop up,” he pointed out.
the firefighting mission.”
Neptune, he reported, consulted with BAE Systems for general input and knowledge of the airframe and systems.
for more resources, since aerial firefighting has become
AF 66 | aerialfiremag.com
aircraft structural load data,” said Lynn. “We then, in turn, used that data to support our evaluation of the aircraft structural loads in the fire environment to develop Instructions for Continued Airworthiness of the aircraft in
Neptune’s Vice-President, Project Development Jones, reported that for now, the company plans to keep its BAe 146 fleet at its current level. “But, you can never really predict what will happen the next year regarding the need more of a worldwide operation,” he said.
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From Generation to Generation - Aero Agrícola Rondon By Lucas Zanoni Gastão Lourenço de Lima founded Aero Agrícola Rondon in 1982 in Tangará da Serra in the Brazilian state of Mato Grosso. The company was one of the first agricultural aviation spraying companies in Brazil and is today operating as one of the largest aero-agricultural and aerial firefighting companies in the country, now run with the support of the third generation of the Lima family. Raised in the Brazilian countryside, Gastão Lourenço de Lima moved with his family to Francisco Beltrão in the state of Paraná, south of Brazil in 1963, when he was 17 years old. Upon arriving in the city, he began work as a guard at an airport and performed maintenance and aircraft cleaning. While working at the airport, he started his journey towards becoming a pilot. With few possessions, he studied the books of friends and traded his services as payment for flight hours. After four attempts, he finally passed his pilot check-ride. Gastão then went to work for the entrepreneur Ageu Fogliatto, a landowner in the Tangará da Serra region in Mato Grosso. Knowing the region, Gastão soon realized the need for air services in the area, which, at the time, did not even have an airport. A few years later, Gastão moved with his wife and his sons, Danilo and Deomar, to the area and purchased an airplane to start an air taxi service that provided regional transportation. As local road infrastructure in the region increased in both number and quality, the demand for flights decreased, forcing Gastão to look at other service areas, eventually settling on providing aerial application services. The company now has 12 aircraft that provide aerial application services for sugarcane and grain crops, providing aerial firefighting services during crop offseason, and providing maintenance services for other operators in the region. Currently, Aero Agrícola Rondón has 45 employees that still, to this day, include children of pioneer Gastão, who died in 2004. The company fleet consists of six Air Tractors and six Embraer Ipanema aircraft that service the cities and regions of Mato Grosso, Tocantins, Minas Gerais, São Paulo, and Bahia in Brazil. In 2013, Rondon was the first to install the Zanoni manufactured hydraulic gate system. Together with Serrana, and today Aero Agrícola, Rondon continues to be one of the leading companies in the protection of the Brazilian Pantanal and provides Civil Defense through aerial firefighting in the state of Mato Grosso. AF 68 | aerialfiremag.com
Rondon also provides aerial firefighting services in Minas Gerais, in the Southeast of Brazilprotecting both public and private environmental reserves. Luan Lima, son of Gastão and currently responsible for coordinating the operations of the company, in the details of the operations of 2021 in the Pantanal: “This year, we attended to the two regions with very poor infrastructure, which required very complex logistics. In one of them, our support trucks needed a special adaptation to reach the base of operations due to the bad state of the roads. In another region, a bridge was damaged that gave access to the support farm, and we had to reconfigure all our flight operations. To face these challenges, the operator must know the region where he is operating well because the working conditions change daily in aerial application and firefighting. Every year we are gaining more experience and specializing in our work in the Pantanal. The results have improved more and more,” said Luan Lima, son of Gastão and current head of operations for Aero Agrícola Rondon. The main regions served by Rondon this year were Paiol, near the border between Brazil and Bolivia, and Pixaim, in the center of the marshy zone of Mato Grosso. In the latter, they contributed to the protection of the Encontro das Águas State Park, the biggest jaguar sanctuary in the world, which had been badly affected by the fires of the past year. In addition to the work on environmental reserves, Luan is optimistic about the growth of demand for services in the private sector.
“We have seen more and more interest from rural producers in fighting fire. The indigenous residents appreciate aerial firefighting as an efficient tool helping to protect crops, in addition to the spray applications. Las Algodones also sought to use aircraft to protect their cargo. We have been active in the fight against fires in natural reserves on farms [every farmer in Brazil must maintain an environmental protection area on his property] and also in residential areas”.
From generation to generation, the Lima family has contributed to the evolution of the Pantanal region. The work of the pioneer Gastão Lourenço de Lima paved the way for local aviation, was complemented by his children with the consolidation of the agro-industry as the third generation of the family now steps in to assist through aerial application and aerial firefighting in the protection of the environment throughout Brazil.
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San Diego Fire-Rescue uses the inlet barrier filter on their S-70i Fire Hawk.
What is an Inlet Barrier Filter? By Lorie Symon and Brian Kellogg Located in Northern California, Aerometals is no stranger to wildfires. Recently the company experienced the CALDOR fire firsthand. This fire burned in excess of 220,000 acres of state and federal forest. The company expressed gratitude to firefighters that were responsible for saving the homes of multiple employees. Due to the increase in fire activity in the state of California, the Sikorsky Fire Hawk is quickly becoming the helicopter of choice for our state and local fire departments. Straight from the Lockheed Martin website, “Born a Black Hawk helicopter, the Sikorsky Fire Hawk aircraft relies on its proven military design to endure the unrelenting physical stress demanded of the aerial firefighting and utility mission.” One of these stressors is wildfire smoke. How do smoke and the particles it contains affect engines? Enter the Aerometals Engine Inlet Barrier Filter (IBF). Almost every engine utilized in our everyday lives has an air filter - your car, motorcycle, even your lawnmower. That air filter is essential to the maintenance and longevity of the engine. Helicopter engines, however, do not. The addition of an inlet barrier filter to the aircraft significantly reduces the number of airborne particles that are ingested into the engine. AF 70 | aerialfiremag.com
Aerometals (through its predecessor FDC/Aerofilters) has been a pioneer in the development of Engine Inlet Barrier Filter systems for helicopters since 1987. To date, Aerometals has delivered nearly 3,000 systems worldwide. As a vertically integrated developer and manufacturer, all systems are designed, developed, certified, and manufactured by Aerometals. The newest product offering is the H60/S70 Inlet Barrier Filter. It has been designed utilizing the latest technologies, extensively tested, and certified by the FAA. Inlet Barrier Filters such as the one featured above for the Sikorsky Fire Hawk significantly reduce the number of airborne particles that can be ingested into engines.
The filter itself is a pleated and oil-impregnated design that results in up to 99.3% capture efficiency. The filter collects sand, dirt, and debris that is then washed away instead of being ingested into the engine. This in turn significantly reduces erosion to engine components and foreign object damage. Not only do filters extend engine life, but they also reduce engine overhaul costs and aircraft downtime. The filter media will also extract up to 96% of salt nuclei from the air in a marine environment. ➤
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IBF's are also used by powerline service companies like California based PJ Helicopters.
During operation, the IBF collects contamination from the air. All Aerometals IBF Systems include a pressure transducer or pressure switch that monitors the blockage level of the filters. If a filter collects enough contamination, a lowpressure annunciation indicator will illuminate in the cockpit. The pilot may then open the bypass doors, continue their mission, and clean the filter elements at the next opportunity. Bypass doors provide alternate airflow that results in power recovery and ensures continued safe flight and landing. The H60/S70 IBF was designed with a large bypass opening that utilizes ramairflow to ensure I00% recovery. An IBF also normalizes temperature distortion. Turbine engines are sensitive to large variations in temperature, most commonly present in firefighting operations. This can result in turbine engine “popping” and blade damage or compressor stalls and engine flameouts. The addition of an IBF has been shown to normalize this condition and prevent the “popping” and compressor stalls due to temperature distortion. Many have questioned how installing an IBF affects power and performance. The addition of an IBF results in slightly more inlet differential pressure than an unfiltered engine. This requires the engine to spin faster to provide the same airflow. It is the same effect seen on AF 72 | aerialfiremag.com
a partially degraded or eroded engine. The operator will see this in the form of a minor reduction in the engine health margin. However, once the IBF is installed, the engine health margin will be protected and maintained. An unfiltered engine will continue to degrade at a faster rate. After installation of most IBFs, certified minimum allowable engine health, or power available, is not reduced. The operator will continue to monitor engine health using the existing check process. Aircraft performance of the unfiltered aircraft is guaranteed for engines passing their associated engine health check, meaning the engines are producing minimum or better power. Since this minimum acceptable engine health/ power remains unchanged after installation of the IBF system, aircraft performance is not reduced. By reducing erosion due to airborne particles, preventing FOD, withstanding Bird Strikes, and preserving power margins, Inlet Barrier Filters extend engine life, reduce overhaul costs, and reduce aircraft downtime. In operations such as firefighting where mission readiness is critical, IBFs provide another line of defense to keep these aircraft flying.
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aerialfiremag.com | AF 73
Coulson Aviation CU-47s Arrive for Australian Fire Season Image and story by Dave Sodestrom Fire Season 2021/22 in Australia looks a little different this year with regards to the Type 1 helicopter fleet. Traditionally the domain of the S-64 Air-Crane there is now a new type available to Australia’s fire agencies. The National Aerial Firefighting Council (NAFC) in conjunction with Australasian Fire and Emergency Service Authorities Council (AFAC) announced the awarding of two contracts to Coulson Aviation Australia to supply the CU-47 Chinook to both the New South Wales Rural Fire Service and the Victorian State Government with a single example. The next evolution of the Type 1 Helicopters in Australia is now here with the both machines N40CU and N42CU now available in NSW and Victoria respectively. The two machines arrived at the docks in Melbourne, Victoria where they were assembled and flown out to be positioned at their new operating bases at RAAF Richmond for N40CU and Essendon Fields Airport for N42CU. When Coulson-Unical took procession of the CH-47D, they went into heavy maintenance resets. The heavy maintenance consisted of structure mods, avionics upgrades, and the installation of the RADS-L system. Retardant Aerial Delivery System (RADS), capable of carrying 3000 US-gal. (11,356. lt.). The RADS-L is an internal tank system with controllable doors to disperse firefighting fluids at a constant flow rate and desired quantity through the belly of the aircraft. The Coulson Boeing CH-47Ds will be fitted with the new RADS-L 3000 US-gal (11356 lt.) internal tank. The CH47D has a retractable snorkel fitted which does not place any restriction on the forward speed of the helicopter. The CH-47D is a restricted Category aircraft and does not carry passengers. Currently there is no ability to carry cargo within the helicopter because of the tank installation. The CH47D fitted with the RADS-L cannot carry an external underslung load either bucket or cargo because of the lower hull modifications undertaken to install the RADS-L delivery system. The CH-47D has the ability to be ground filled by retardant and any other approved suppressant and the delivery system is fitted with Class-A foam and polymer (Gel) injection capability. AF 74 | aerialfiremag.com
The Coulson Boeing CH-47Ds will be fitted with the new RADS-L 3000 US-gal (11356 lt.) internal tank. The CH-47D has a retractable snorkel fitted which does not place any restriction on the forward speed of the helicopter. The CH-47D is a restricted Category aircraft and does not carry passengers. Next Gen Retardant Aerial Delivery System Coulson has been recognised as world leaders when it comes to new and innovative technologies with its Next Gen-RADS series of delivery systems. Modifications to the controller employ the latest digital processing technology to optimize the flight crew interface keeping it simple, clean, and intuitive while customizing and optimizing every aspect of the payload delivery. Some of the unique features of the RADS Next Gen Controller are: • •
Intuitive Multi Touch Screen Display (MTSD) Standard Drop or GPS Drop Functionality
GPS Drop which allows the pilots to input a set of coordinates marking the start point and end point (if required) so the pilots can focus on flying the correct altitude and heading and the tank will automatically start its drop at the correct location If there are multiple Coulson Next Gen RADS equipped airtankers operating together, the systems can communicate with each other and they can transmit the ending coordinates of the drop to the next airtanker automatically providing the starting coordinates for the next drop Loading Screen where the flight crew can select the exact quantity of product they want loaded, along with the type (water, gel, retardant, etc), and in either Standard or GPS Drop modes, the system monitors the Radar Altimeter and GPS Ground Speed, biasing the doors in real time to ensure the desired coverage is reached on the ground.
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Another unique feature is the retractable snorkel which deploys from underneath the airframe and is then rolled up to be mounted flush with the rest of the airframe. The advantage of this means that the aircraft has no airspeed restriction allowing faster transit times to and from the fire ground and allows for the helicopter taxi in after a drop being performed without the obstacle of a hose lying underneath the aircraft. As with an industry, the evolution to a Chinook from the early days of smaller single engine rotary platforms also sees items like the tank size greatly increase. As mentioned the CU-47 is fitted with a 11,000 litre tanks installed making them the largest capacity helicopters flying in Australia now. The Coulson flight crew are equipped with ANVIS-7 nightvision goggles and the cockpit are night-vision-goggle (NVG)-compatible.
AF 76 | aerialfiremag.com
The retractable snorkel which deploys from underneath the airframe and is then rolled up to be mounted flush with the rest of the airframe. Going forward the Coulson CU-47s will be a feature in NSW and Victoria with the company securing a four-year contract to operate them in support of fire fighters on the ground. The two Chinooks, are joined by a single example of the Sikorsky S-61 on contract in Victoria with the Lockheed C-130Q covering New South Wales, along with the NSWRFS/Coulson operated Bell 412, Cessna Citation and Boeing 737 Fireliner fleet. Western Australia is also covered with a 737 Fireliner based there currently with the support of the Australian Federal Government.
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Group Including Bridger Leadership to Buy Ansett Flight Training
Ansett training is the last business entity left after the collapse of the Australian Airline. Ansett has continued to grow and remain profitable over the years.
Ansett Aviation Training, a global flight simulator training organization that was once part of Australia's second-largest domestic airline is set to be sold to a new consortium if Australian regulators agree to the pending sale, valued at over 100 million dollars.
“As the launch customer
The consortium aims to purchase Ansett Aviation training consisting of the leadership of Montana-based Bridger Aerospace, Virgin Airlines Australia owners Bain Capital and Australian-based Arcadia Capital.
Aerospace (BA) is thrilled
Ansett Aviation Training is the sole surviving business entity of Ansett Airways that spectacularly went bankrupt in March of 2001, stranding passengers and leaving thousands without jobs after the 65-yearold airline ceased operations overnight. The company's training arm, which grew out of the company headquarters in Melbourne was however spared as the only entity that was able to turn a profit as the company folded. In 2004 the Ansett Aviation Training company was bought by two Australian businessmen, who continued to operate and build the company, adding investment from Champ Ventures in 2012. The company went on to add flight training centers in Brisbane, Australia, Taiwan, and Italy over the years, operating flight simulators for the Boeing 737, Airbus A320, Beechcraft Kingair models, Fokker 100, and Viking/Canadair CL-415. David Garside, CEO of Ansett Aviation Training, said while providing a comment to Australian Aviation magazine that the announcement was “an important next step” in the company’s ongoing response to the “challenges” of the COVID-19 pandemic.
AF 78 | aerialfiremag.com
of the CL-415EAF, the leadership of Bridger to be part of the Aviation Training Partners consortium.” “Due to COVID-related disruptions our business had become over-levered, and our assets underutilized,” Garside said. “We need further assistance to recover and believe that with the financial and strategic support of ATP we will be well placed to prosper long-term. We welcome the agreement with Aviation Training Partners and will work closely with ATP to implement it.” “As the launch customer of the CL-415EAF, the leadership of Bridger Aerospace (BA) is thrilled to be part of the Aviation Training Partners consortium.” said Tim Sheehy, CEO of Bridger Aerospace when asked by AerialFire Magazine to comment on the purchase, “Our goal is to seek every opportunity to enhance the safety and effectiveness of the CL series of aircraft. We believe the partnership with Ansett Aviation Training will expand and strengthen our training standards to provide our customers with exceptional aerial firefighting operations. We must deliver on our mission to protect life, property, and habitat.”
MISSION READY FIRE SEASON 2022 AIR ATTACK: K-100, PC-12, AC-90 | DIRECT ATTACK: CL-415EAF | TRAINING: DHC-6-300
Hearst Ventures Invests in GPMS and its Breakthrough Technology for Monitoring the Health of Helicopters GPMS International, Inc. announced January 11, 2021, investment by New York-based Hearst Ventures for its Series A-1 round. DiamondStream Partners, who led the Series A round in February 2021, also participated. The company raised $7.3 million in the two rounds. GPMS has developed proprietary technology that’s key to effectively detect faults on complex machines. Its product, Foresight MX, integrates this technology into a comprehensive health and performance monitoring system that provides predictive analytics needed to ensure the safety, asset reliability, and maintenance efficiency of aircraft, other vehicles and industrial machines. President of GPMS Jed Kalkstein said, “Hearst has outstanding expertise in SaaS business dynamics and a broad footprint in mobility and aviation. Their involvement, alongside DiamondStream, propels GPMS forward on our mission to make machine health monitoring ubiquitous. We’re excited to deliver its benefits to more machines – and more people.” In the aviation segment, Foresight MX provides a predictive health and usage monitoring system to support a smart, connected fleet. The system has now been FAA certified on a wide range of rotorcraft platforms from Bell, Airbus, and MD Helicopters. The company offers Foresight both directly to operators and through OEM agreements. Hearst Ventures Senior Managing Director Ken Bronfin said, “When we saw the technology and its ability to dramatically improve a helicopter’s availability, reliability and safety, it was clear that all rotorcrafts should have Foresight MX onboard.” “At the same time,” Bronfin continued, “We saw the potential to bring this predictive maintenance technology to the new generation of electric vertical take-off and landing (eVTOL) aircraft and drones now in development.” Hearst owns CAMP Systems, one of the aviation industry’s leading aircraft maintenance software services companies. Hearst Ventures has backed a number of SaaS mobility companies including Robotic Skies, Zendrive, Otonomo, Via and Maven Machines. Bronfin will join the GPMS board. GPMS’ Foresight MX system is 90% lighter and seven times more accurate than traditional rotorcraft monitoring systems and adds a predictive Remaining Useful Life capability critical AF 80 | aerialfiremag.com
“When we saw the technology and its ability to dramatically improve a helicopter’s availability, reliability and safety, it was clear that all rotorcrafts should have Foresight MX onboard.” to asset optimization. These dramatic, patented advances make it ideal for the fast-growing eVTOL/unmanned aircraft systems (UAL) segment which needs flight and machine monitoring to enhance safety and lower operating costs. Demonstrating the capability to adapt the system to other sectors, GPMS recently completed a government-funded demonstration project with AM General on US Army HUMVEE vehicles.
About GPMS GPMS International, Inc. offers a next generation, predictive Health and Usage Monitoring System (HUMS) designed to give rotorcraft and other operators of complex equipment the power to “Know it before it matters.” Its flagship Foresight MX solution provides Machine Condition Monitoring, Rotor Track and Balance, and Helicopter Flight Data Monitoring in one powerful system. Fully predictive, Foresight offers insights needed to optimize maintenance, safety and operations. GPMS has reengineered the HUMS category to put its advantages within reach of every operator, making all helicopters smarter and more connected. To learn why today’s fleets depend on Foresight, visit https://www.gpms-vt.com.
About Hearst Ventures Hearst Ventures is the global venture capital division of Hearst, a leading global, diversified media, information and services company with more than 360 businesses. Founded in 1995, the group has grown to become one of the most active and successful corporate venture funds with more than $1 billion invested to date.
About DiamondStream Partners DiamondStream Partners is building the leading investment institution devoted to creating the next generation mobility ecosystem. We invest around the concept of cost-effective speed. We invest in post revenue companies in aviation and aerospace.
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Coulson Set to Sell Martin Mars Water Bomber The iconic Hawaii Mars, known for its years of fighting British Columbia’s wildfires, is on the market for a cool $5 million with aviation broker Platinum Fighter Sales.
The Iconic Martin Mars aircraft made famous in World War II and the Korean War is now for sale after decades as an aerial firefighter.
The 1945 Martin JRM-3 Mars is said to be in excellent condition with an upgraded cockpit and the interior and exterior being touted as a 9 out of 10 it is also stated that Hawaii Mars last underwent annual flight inspections in 2016. According to the listing Hawaii Mars “Will be sold with current Annual at the asking price, ‘As Is Where Is.” The massive flying boat was designed as a patrol bomber during the Second World War and saw service as a transport aircraft and air ambulance during WWII and the Korean War. Only five of the aircraft were built by manufacturer Martin, and just two examples (Hawaii Mars and the Philippine Mars) survive today, both of which are owned by
AF 82 | aerialfiremag.com
Coulson Aviation and stored at Sproat Lake on Vancouver Island. Receiving it’s firefighting conversion in the 1950’s this enormous flying boat fought fires for decades, battling its last B.C. wildfire in 2016, during a 30-day contract with the BC provincial government. Both of Coulson Aviation’s Mars flying boats were converted to water bombers, and with a water capacity of 7,200 USG each, they were the largest firefighting aircraft worldwide until 2006. Wayne Coulson stated, “ The Martin Mars aircraft and crews have served as critical support in both its military and civilian life and we’re looking to find an individual that will respect and care for the aircraft as much as we and its previous owners have.” According to Platinum Fighter Sales, of the two remaining Martin Mars bombers, only Hawaii Mars remains airworthy.
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