AerialFire March/April 2024

THE TIP OF THE SPEAR

REQUIRES EXCELLENCE

Aerial firefighting is front line work. It requires commitment, expertise and reliability. Neal Aircraft has been rooted in these qualities for over 75 years. Our sales, service and parts support are dedicated to ensuring your success.

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Performance, Experience and Value You Can Count On.

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When you choose PHOS-CHEK® you’re getting more than just retardant. You’re getting a company that understands your mission-critical needs and how to deliver them – every day. At Perimeter Solutions, we want to be your best firefighting partner.

PUBLISHER:

Graham Lavender graham@marsaylmedia.com

EDITOR IN CHIEF:

Ryan Mason ryan@marsaylmedia.com

ACCOUNTING/ADMINISTRATION:

Casey Armstrong casey@marsaylmedia.com

CONTRIBUTING WRITERS:

Igor Bozinovski bozinovski.igor@gmail.com

Robert Craymer robertc@covingtonaircraft.com

Dan Reese dan@intwcg.com

Paul Seidenman avwriter@sbcglobal.net

Dave Soderstrom davesoda727@hotmail.com

PROUD MEMBER:

DISPLAY ADVERTISING:

Melanie Woodley melanie@marsaylmedia.com

PRODUCTION:

Felicia (Lisa) Pannell lisa@marsaylmedia.com

CIRCULATION:

Mary Jane Virden maryjane@marsaylmedia.com

CONTRIBUTING PHOTOGRAPHERS:

Kane Arlow

Igor Bozinovski

Marissa Fortney

Aaron Maurer

Jeff Serpa

Dave Soderstrom

Marty Wolin

Ryan Mason

LAT Capability in Australia

Recently, the debate for a national firefighting fleet in Australia has again hit the national media spotlight. As their federal government invests twelve billion dollars in submarine upgrades, no funding has been allocated for developing a sovereign fleet of aerial firefighting aircraft for federal use. The development of a sovereign fleet was a primary recommendation by the Australian Federal Royal Commission on the 2019-2020 fire season. This was due to record losses that culminated in billions of dollars for property and the loss of 43 lives in the record fire season.

While the question of a sovereign fleet is a complex and impossible task at worst, it does beg the question of whether Australia is doing enough on a federal level to combat fires with aerial assets. While I do not believe a federal aerial firefighting fleet is the answer, there are aspects of the Royal Commission’s report that could be implemented, at least about funding the ability of the states. There is little to be improved upon with smaller aircraft, such as helicopters and SEATs contracted annually. Still, the LAT aircraft space is something that the federal government could step into the ring on and provide state funding based on needs that would allow states to purchase assets like New South Wales has done.

The New South Wales government and, in turn, the New South Wales Rural Fire Service (NSWRFS) were the only state to embrace the Royal Commission’s findings and recommendations. The allocation of funding and resources to change the outcome for the state of New South Wales has already proved its worth in recent natural disasters. The purchase of a Boeing 737 Fireliner from Coulson Aviation, along with Cessna Citations for intelligence gathering, a CH47 large capacity firebombing helicopter, and a fleet of six Bell 412 helicopters as their state fleet of aircraft capable of multi-role deployments are all force multipliers for accomplishing the wildfire mission. Although the priority was

firefighting, several flood and search and rescue operations have benefitted, and without these new state-owned assets, the outcomes could have ended very differently.

While federal government funding is already available for aerial firefighting needs as they happen (during an actual fire), there is still no direct funding offered to state governments like New South Wales to purchase assets like the 737 ‘Marie Bashir’ Fireliner. The Fireliner is now spending its time when not needed in New South Wales on loan to other states (and countries, as the USA did last year) that need assistance, as it is currently doing in Western Australia.

I am not saying the Australian government needs a massive fleet of permanent aircraft. However, based on the contractual use of several LATs throughout the country each year, a more significant purchase of several more aircraft of various sizes and capacities is needed. They could be operated like New South Wales operates its 737 airtankers, which the state government owns but is operated and maintained by a civilian contractor. Based on the current operation of the 737, in its first few years of service in Australia, contractor-operated and maintained aircraft are very effective ways to manage the use of LATs. NSWRFS has been a shining example of what a state with determination and some funding can achieve if given the financing and determination to succeed in protecting its residents from harm.

Australia is on its second incumbent government since the Black Summer fires of 2019-2020. Between 25 and 29 million is spent annually on firefighting resources; however, the ‘bigger picture’ and view led by New South Wales is not shared by other states or the federal government. These entities now rely, at times heavily, on the generosity and preparedness of the NSWRFS to deploy the state-owned 737 to assist them when needed.

“ We are lulled into a false sense of security and comfort when there are no devastating wildfires that gain national and international attention. ”

In Australia, the term “she’ll be right, mate” is commonly used to describe that things will be okay, and in this instance, things might be okay until they aren’t, which happens cyclically in modern society. We are lulled into a false sense of security and comfort when there are no devastating wildfires that gain national and international attention. Therefore, the financial focus shifts to other nonconsequential things versus preparation for that one year of fires that cause devastation nationwide. Unfortunately, in Australia, just as in the West of the United States, it is never a case of “if” but when the next big fire season will occur.

The Australian federal and state governments that have not yet made the progress needed in aerial firefighting preparedness, like New South Wales, should heed the famous quote attributed to philosopher George Santayana: “Those who cannot remember history are condemned to repeat it.”

Fly Safe,

COOL. CALM. CONNECTED.

A Kestrel Aviation Bell 212 at work during flood activation. Photo by Dave Soderstrom

Coulson’s Fireliner on approach. Photo by Cannon Carter

Scooper 282 crests a ridge during a drop. Photo by Devin Johnson

Erickson Air Crane “Bubba” as snapped by Wesley Zweigle

Firehawk 22 from L.A. County Fire drops a load of water in California. Photo by Aaron Maurer

Tanker 107, an MD-87 drops a line of retardant in California. Photo by Jeff Serpa

Caught in the firing line of an S-64. Photo by David Joseph

The AirSpray BAe-146 lines up for takeoff in Chico, CA. Photo by Cooper Reese

Hey FAA, Don’t hide Restricted Category Aircraft Changes in regulations for Light Sport Aircraft

The FAA’s proposed rule changes outlined in Docket FAA2023-1377, titled “Modernization of Special Airworthiness Certification,” offer promising advancements for streamlining processes for light-sport aircraft (LSA). However, the inclusion of restricted category aircraft, which includes some aerial firefighting aircraft, within the scope of these changes raises serious concerns due to potential inconsistencies, inadequate consideration of their unique characteristics, and the possibility of unintended consequences.

The United Aerial Firefighters Association (UAFA) urges the FAA to reevaluate its approach and remove restricted category aircraft from the proposed changes. Why? Unfortunately, the initial notice and summary accompanying the proposed rule changes primarily addressed LSA, which fall outside the restricted category. Many didn’t even realize their operations were included, hindering their ability to participate in the review process.

Luckily the FAA did hear the complaints and have reopened the comment period. Please consider supporting our efforts by you or your organization submitting the following to Regulations.gov:

“We are writing because we were unaware of the impact that the rule supposedly just modernizing small aircraft had on our restricted category aircraft and operations until provided with IAR’s comments. It is imperative that the agency provide the proper notification to restricted category aircraft owners and operators before making the changes proposed in the MOSAIC rulemaking. That means it should separate the rulemaking endeavors entirely by using the comments submitted in this rulemaking to create

a separate NPRM that addresses all the issues raised over the years regarding certification and use of restricted category aircraft.

Restricted category aircraft encompass a diverse range of designs, operational uses, and performance limitations far exceeding those of LSA. Grouping them under a blanket rule designed for LSA risks overlooking their distinct needs and complexities, potentially hindering their effectiveness and viability in critical missions like aerial firefighting. Tailoring a separate solution that acknowledges their unique characteristics and challenges is crucial to ensuring robust safety standards while facilitating their continued operation.

The United States relies heavily on private companies and their dedicated crews to carry out aerial firefighting operations. These companies possess decades of experience and specialized equipment, allowing them to respond quickly and effectively to wildfires. Restricting restricted category aircraft, which are used by private operators, could hinder their ability to mobilize and deploy critical resources, potentially jeopardizing the nation’s wildland fire response.

Removing restricted category aircraft from the proposed changes would allow for a more focused and tailored rule that addresses their specific needs and concerns. This, in turn, will foster a safer, more efficient, and sustainable future for these crucial aircraft, ultimately helping to protect communities and ecosystems from the devastating impacts of wildfires.

Tiffany Taylor | ttaylor@uafa.org

Helitak Firefighting Equipment Receives STC for FT-11K CH-47 Aerial Firefighting Tank

Helitak Firefighting Equipment, a pioneer in the development of helicopter firefighting tanks announced January 3rd, 2023 that the company has recieved an FAA Supplimental Type Certificate (STC) for the FT-11K retractable aerial firefighting tank for use on the CH47 Chinook helicopter.In development and testing for several years, the FT-11K is the most innovative and robust product to enter the market for the CH-47, with its retractable design, the FT-11K can be fitted to any CH-47 with no modification needed to the landing gear or external structure of the aircraft, also not requiring use of any internal space to carry water or retardant.

The CH-47 tank, launched in conjunction with launch customer, Alaska based Rotak Helicopter Services debuted at Heli Expo 2023 in Atlanta and began testing during 2023 in California, Idaho, and Arizona, before the granting of an STC in January 2024.

The 2900-gallon capacity tank is now the only tank in the marketplace capable of carrying over 2500 gallons of water or retardant, the current maximum of tanks already available. The FT-11k CH-47 tank is available with both hydraulic and electric pump fill options and can be fitted and removed from an aircraft in 30 minutes.

“As a team, we are ecstatic to finally have the FT-11K tank certified by the FAA after many years of development and testing at our facility in Australia, and the hard work of the team at Rotak Helicopters that assisted us in gaining the FAA STC for the product and we look forward to seeing the tank during a successful first season on deployment with Rotak as the launch customer for the product,” said Jason Schellaars, CEO of Helitak. “I am immensely proud of the work put in by over one hundred people in two

countries that helped make this product a reality for the market as the largest capacity firefighting tank available for a helicopter,” he continued.

The FT-11K tank features a water carrying capacity of 2905 US gallons/11000 liters that can be dropped on a fire in stages or in a single drop using the included Helitak Fire Tank controller (FTC) to disperse the load. The FT-11K can also take a 132-gallon/500-liter load of foam retardant if needed.

The FT-11K tank can take on a full load of water in 60 seconds with the included Hover Fill Pump, ready to return to the firefight, enabling Helitak tank-equipped CH-47 helicopters more time on the fireground dispersing more water in less time.

Full Feature List of the FT-11K

Tank Capacity: 2905G/11000L

Tank Empty Weight: 2030lbs/880kg

Tank Full Weight: 26455lbs/12000kg

Tank Height: 14”/36cm

Foam Retardant Capacity: 132G/500L

Power Requirements: 40Kva 110Vac 3

Phase/50Amps 28Vdc 30 Amps

Hover Fill Pump Time: 2641G/10000 Liters Per Minute

The Helitak FT-11K will be displayed at this year’s Heli Expo show at the Helitak Firefighting Equipment booth in Anaheim, in addition to the FT-1800-2500 for the Bell 205 and the FT-1300 for the AS-350 also at the static location display.

Volo Mission Completes Training With Cyprus Police Aviation

Volo Mission recently completed a training contract with the Cyprus Police Air Unit (CPAU) to provide recurrent and initial aerial firefighting training for their pilots and aircrews.

Based at Larnaca International Airport in Cyprus, CPAU operates a Bell 412s and AW139s fleet, engaging in diverse missions such as aerial firefighting, search and rescue, and police operations. The AW139s utilize 100’ long lines with Bambi Buckets for firefighting, while the Bell 412s employ belly hooking with the Water Hog bucket system.

Eight pilots and nine crew members participated in extensive ground classes, field briefings, and flight training. The comprehensive training covered various aspects of aerial firefighting, encompassing safety practices and emergency procedures through to dip-site recognition, drop techniques, decision-making, and focus, to name a few of the topics covered. Additionally, two senior instructors underwent a train-the-trainer course. They will continue actively working with the team to sustain and elevate the unit’s skill level, preparing them for potential fire missions.

The training program was intensive, filled with productive days, and culminated in an outstanding week of collaboration with highly motivated and engaged crews. Congratulations to the pilots and crews for their exceptional performance.

The CPAU Command and their instructors, pilots, crewmembers, and engineering staff demonstrated exceptional organizational skills, efficiency, professionalism, and a strong commitment to safety throughout the training.

POWERING THROUGH

Visibility Challenges and Enhanced Flight Vision Systems (EFVS) in Aerial Firefighting: Seeing Through the Smoke for Safer Skies

The fight against wildfires is a relentless one, demanding courage, skill, and cutting-edge technology. Among the crucial players in this battle are aerial firefighters, who navigate treacherous landscapes shrouded in smoke, ash and congested airspace. Poor visibility presents a constant challenge, jeopardizing the safety of pilots, crews, and ground personnel. But a ray of hope emerges with the advancements in Enhanced Flight Vision Systems (EFVS), offering a potential gamechanger in aerial firefighting.

Imagine piloting a fixed-wing aircraft or helicopter amidst a raging inferno, with swirling smoke reducing visibility to mere meters. This is the harsh reality aerial firefighters face. Smoke plumes can create near-zero visibility conditions, hindering crucial maneuvers in all mission sets to include Air Attack, Lead Plane, Scoopers, dispersant drops, , and crew rescue. These limitations not only endanger lives but also hamper firefighting effectiveness, allowing blazes to spread unchecked.

Enhanced vision systems like the Universal Avionics EVS4000 act as a digital eye, piercing through the smoke curtain to present pilots with a clearer picture of the environment. These systems integrate diverse sensors like thermal cameras and infrared imaging to create a real-time, enhanced view of the terrain and obstacles. When coupled with Head-Wearable Displays (HWDs), like the Universal Avionics SkyLens, pilots enter an augmented reality landscape enabling them to navigate the mission more effectively. Imagine seeing the runway through dense smoke or identifying hot spots hidden within the blaze – that’s the power of EFVS.

Enhanced Safety: Improved visibility and head-up flying translates to safer operations, reducing the risk of mid-air collisions and accidents due to spatial disorientation and obscured hazards. Increased Effectiveness: Pilots can target dispersant drops with greater precision, thereby maximizing firefighting impact.Expanded Operational Window: EFVS with HWDs allow flights in low-visibility conditions that would otherwise be grounded, maximizing response times and firefighting hours.

Improved Crew Coordination: Enhanced situational awareness and heads-up flying facilitates better Crew Resource Management (CRM). This has a positive effect on managing tasks and decision making, leading to safer and more efficient firefighting tactics. Airspace Situational Awareness (SA): The combination of EVS, SVS, TCAS I/II and in the future ADS-B IN, provide an unparalleled capability to deconflict airspace while keeping your eyes “outside the cockpit”. This homogenization of SA tools brings a Distributed Aperture System (DAS) capability to AFF aircraft.

Cost and complexity: Equipping aircraft with EFVS requires investment and training for pilots. A fixed heads-up display can be limiting for operators and take up valuable cockpit space. Opting for a wearable HUD provides pilots with a wider field of range and is more intuitive for users. Regulations and approvals: Integrating EFVS into existing regulations and obtaining operational approvals can be a lengthy process. As a first-to-market technology, the certification of Universal’s ClearVision EFVS is a groundbreaking development advancing these capabilities for special missions and aerial firefighting.

The potential of EFVS for improving aerial firefighting safety and effectiveness is undeniable. Continued investment in research, development, and regulatory streamlining is unleashing its full potential. As technology evolves, EFVS has the potential to become an indispensable tool, allowing aerial firefighters to see through the smoke and win the battle against wildfires, one mission at a time.

ClearVision/SkyLens are fielded in both Forward Fit and Retrofit applications. With two retrofit STC’s in place (B200 pending) end-users and the FAA are becoming more educated and comfortable with this technology.

By leveraging the power of EFVS with wearable Head-Up displays, we can rewrite the narrative of aerial firefighting, from battling blindfolded to seeing clearly, and ultimately, saving lives and landscapes from the flames.

Clarity for Critical missions

Fly confidently with dependable, mission-driven solutions tackling hazardous terrain and atmospheric conditions. Connect flight management, displays, and enhanced vision capabilities to drive performance and mission success.

CubCrafters Delivers Bridger’s Tim Sheehy Fire Themed XCub as 1000th Aircraft

CubCrafters, a leading manufacturer of FAA-certified, ASTM-certified, and experimental category utility and recreational aircraft, achieved a major milestone in its company history by delivering its 1000th new aircraft on December 19, 2023, to Tim Sheehy, CEO of Bridger Aerospace, in Bozeman, Montana.

The milestone aircraft, a CubCrafters CC19-215 XCub, was delivered in Bridger Aerospace firefighting livery, the paint scheme itself a tribute to the company’s fleet of Canadair CL-415 “Super Scooper” water-bomber aircraft.

Mr. Sheehy comments,

“Bridger Aerospace and CubCrafters have a relationship going back to 2016 when we worked together on a project for the US Military. We frequently base near their factory in Yakima, Washington during fire season, and I have always admired the passion the entire CubCrafters team has for aviation. I’m honored to welcome the 1000th aircraft to our fleet.” He continues, “The utility of this type of aircraft, especially for remote areas with limited aviation infrastructure like Montana is fantastic, and this is CubCrafters top-of-the-line flagship model. We will definitely put it to good use in support of our mission of protecting the American West from the threat of wildfires.”

Sheehy founded Bridger Aerospace in 2014 and has since done everything from sweeping floors to leading

the company as CEO. From 2008 until 2014, Mr. Sheehy served as a Navy SEAL officer and team leader. An active pilot with Bridger’s Air Attack and Super Scooper fleets, Mr. Sheehy is also a rancher and father to four young pilots in training.

“We are particularly excited that CubCrafters 1000th new production aircraft is going to someone who has served the citizens of this nation the way Mr. Sheehy has,” notes CubCrafters President and CEO, Patrick Horgan. “As an American company, we really appreciate both our customers who are veterans and those who are business leaders, Mr. Sheehy is both. The fact that he will soon be flying this new XCub is something we’re all very gratified by. It confirms CubCrafters’ position as General Aviation’s best-in-class backcountry aircraft manufacturer, meeting the expectations of customers like Tim for both performance and safety.”

The CC19-215 XCub is CubCrafters flagship aircraft. With the largest engine, a 215 HP Lycoming IO-390 with dual electronic ignition, and the best avionics, a modern lightweight Garmin glass panel with autopilot, the XCub boasts the most useful load, best range, and highest speed of the entire CubCrafters fleet. A fully FAA-certified aircraft, it is sold for personal recreational use, commercial utility purposes, flight training, and Government use.

“Jim Richmond, our founder, would have been extremely proud of this moment,” added Brad Damm, Vice President of CubCrafters. “Although we lost Jim in 2021, this was exactly his vision, a strong American company continuing to design and manufacture fun and safe backcountry aircraft with amazing performance.”

Cargolux Enters the Aerial Firefighting World with Subsidiary Aquarius Aerial Firefighting

Luxembourg-based company Cargolux recently unveiled a new branch of their business, entering into the international aerial firefighting business. The new subsidiary, named Aquarius Aerial Firefighting, marks a significant diversification for the all-cargo carrier.

This specialized unit according to the company, is committed to aiding in the battle against destructive wildfires that pose threats to both natural resources and human lives, while also making a substantial contribution to mitigating global CO2 emissions.

As reported by RTL Today, Cargolux is investing 72 million USD to acquire twelve Air Tractor AT-802F Fire Boss aircraft, which will be stationed at Luxembourg’s Findel Airport. The initial duo of aircraft from the Aquarius fleet arrived in Luxembourg on December 22, 2023. Notably, one of these aircraft is a single-seater, while the other is a two-seater Fire Boss, both are registered in Spain.

Entering the field of aerial firefighting holds lucrative potential for Cargolux, considering the current global shortage of water bombers. Despite the European Union’s order for a dozen Canadair amphibians destined for southern European states, these aircraft are expected to be delivered before 2027.

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bell.co/fire

From top to bottom:

SAN DIEGO

GAS & ELECTRIC

Not Your Average Power Company

by Ryan Mason;

Images

by Ryan Mason and Jeff Serpa

San Diego Gas & Electric Company (SDG&E) is primarily an investor-owned energy provider to the citizens of the greater San Diego area; however, SDG&E is particularly unique from many other public and private utility providers in one area: aerial firefighting capability.

While several other providers in the state of California have aviation assets to assist their operations, SDG&E has gone the extra mile to provide a robust and comprehensive aerial firefighting fleet that now numbers two dedicated aircraft and two call-when-needed aircraft that provide aerial firefighting capabilities 24 hours a day 365 days a year.

Inception

SDG&E’s growth into the aviation world and provision of aerial firefighting capability was gradual, starting in 2010 with the inception of the $1.9 billion Sunrise Powerlink project. The Sunrise Powerlink project involved the development of a 117-mile (188 km) long 230/500-kilovolt power line, bringing 1,000 megawatts of renewable energy from the Imperial Valley to San Diego County.

The project took more than two years to complete and required the support of dozens of helicopters and flying crews to set poles and stringing lines in remote and inaccessible areas, totaling more than 30,000 flight hours by its completion.

“Even after sunrise, there were still helicopters flying for us. So, we’ve always had helicopters come and go; however, they were never really organized. It was helicopter vendors we were using. We would bring them in for whatever task, such as setting poles or moving generators. So, we realized we needed a safety management system. And that was the ultimate goal as we began Aviation Services.” said Tom Fries, the Aviation Services Manager for SDG&E.

As the aviation services department of SDG&E grew over the years, the company also matured its safety management system to manage contractors that provided assets to SDG&E, formulating an auditing process and an aviation services manual with policies and procedures established to hold operators including contractors that provide aerial assets, crews and maintenance for the company accountable for the safe operation of their aircraft while working for SDG&E.

“ ...we’ve always had helicopters come and go; however, they were never really organized. It was helicopter vendors we were using. We would bring them in for whatever task, such as setting poles or moving generators. So, we realized we needed a safety management system... ”

– Tom Fries, Aviation Services Manager, SDG&E

SDG&E’s new Bell 412 EPX and Airbus H145 cross Point Loma lighthouse in San Diego

THE PAST & THE FUTURE

OF AERIAL FIREFIGHTING.

Tom Fries Aviation Services Manager, SDG&E

While Fries states that SDG&E can be a more complex company to work for based on what SDG&E expects from its aviation subcontractors, he states that it comes from a desire to have the safest aviation services department in the business dedicated to the safety of the operators, their aircraft, and the community.

Operations

Initial operations for the department started with using contracted aircraft that would be brought in for each job, which was eventually realized to be a costly endeavor, leading SDG&E to source exclusive use helicopters that were dedicated for the primary use of SDG&E and not subject to not being available because they were on other work for an operator.

Fries likens a lot of the work the department does outside of the aerial firefighting space to “painting the Golden Gate Bridge.” because federal compliance and safety regulations require that lines are checked periodically. With the thousands of miles of lines and

many substations, the work, once completed, much like painting a bridge, needs to start over immediately.

SDG&E’s aviation services department, through the years, has seen the value of obtaining their own assets from a cost perspective, having now invested in two purchased aerial assets, currently owning an Airbus H145, and their newest asset, the first Bell 412EPX in operation in the United States. Additionally, they maintain exclusive use contracts for a UH-60A Black Hawk through Helistream and an S-64 Air Crane contracted through Erickson, the latter used more on the department’s aerial firefighting capabilities.

While the Airbus Helicopters H145 and its backup leased H135 are secondary aerial firefighting assets, each aircraft is utility configured and can quickly be fitted with a Bambi Bucket for aerial firefighting operations.

The SDG&E flight department operates out of Gillespie Field in San Diego.

SDG&E’s UH-60A Black Hawk overflying Point Loma outside San Diego

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The newest asset for SDG&E, the Bell 412EPX, is capable of a Bambi bucket if needed in addition to the company’s more significant type 1 asset, the Sikorsky Black Hawk, fitted with a Simplex internal tank capable of dropping 850 gallons and the Erickson Air-Crane, capable of dropping 2,650 gallons per load. The Air-Crane is also fitted with a sea snorkel, allowing that aircraft to fill while still moving at approximately 35 knots. It significantly increases the speed at which it can return to an initial attack on fires in addition to a standard snorkel filling capability, depending on the water sources available.

The S-64 Air Crane is able to retrieve water with a sea snorkel or traditional snorkel system

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Maintenance crews are availale at all times for SDG&E aircraft to keep them operational when needed

Firefighting Expansion

In addition to operating their fleet for powerline work and aerial firefighting, SDG&E’s firefighting assets can be activated and used by CAL FIRE during wildfire response as initial attack aircraft.

“We also saw that we can participate with CAL FIRE in response to fires. Anytime there’s a fire, it’s going to affect our equipment. It doesn’t matter how it starts. We want to be able to add assets to fight that fire from an airborne perspective. Especially in what you would consider the off-season, having an initial attack helicopter through to a type one helicopter at all times, 365 days a year, is a huge benefit,” said Fries.

Although started in 2010, the aerial firefighting piece of the department became a year-round operation in 2017, adding the Black Hawk under a long-term contract lease in 2018 and the Air Crane in 2019 on an annual contract. However, the Air Crane is still owned and operated by Erickson. Helistream also operates an H135 and Black Hawk for the company on yearly contracts.

SDG&E continues to explore options to enhance its operations through the addition and reallocation of aerial assets.

Twin Engine Safety

When commencing the Sunrise Project, SDG&E needed to rely on a fleet of different helicopters, from the MD500 to

“ Anytime there’s a fire, it’s going to affect our equipment. It doesn’t matter how it starts. We want to be able to add assets to fight that fire from an airborne perspective. ”

the Air-Crane; however, as the company’s aviation services department has progressed in operations and utilization in the aerial firefighting world, they have come to realize the safety benefits of twin-engine operation, leading to further purchases and leases that focus almost solely on twin-engine aircraft, specifically for the safety that a dual engine aircraft offers for the protection of pilots and crew and the citizens of San Diego.

Crisis Response

SDG&E’s Airbus H145 and Bell 412 EPX are winchequipped aircraft staffed with trained crew members. Much of SDG&E’s service territory covers remote desert and mountainous terrain far removed from time critical Emergency Medical Services. The use of these crew members and winching is limited to pulling out staff or persons in imminent danger in a wildfire

The operation’s Airbus H145 is also fitted with a winch for limited rescue operations and staff movements

The Bell 412 acquisition cemented SDG&E’s commitment to twin engine safety with their aircraft fleet

response or in and around a wired environment where public agency aircraft will not operate. The team provides specialized response for utility workers and not a full search and rescue capability as used by many municipal agencies in the area.

Communications Center

SDG&E maintains a state-of-the-art communications facility staffed with employees. The center aims to have at least one person per shift who tracks the operations of the multiple aircraft on locations throughout the county area when aviation assets are in the field. Aircraft are tracked throughout their daily operations, maintaining communication with center staff for safety and dispatching to multiple locations for firefighting operations and powerline work.

The UH-60A is fitted with an internal Simplex tank for firefighting use

Training

Recognizing the importance of training in the wire environment and the aerial firefighting arena, SDG&E recently acquired a purpose-built piece of property where pilots can practice all of the real-world applications that pilots face during the year, from pole setting to aerial firefighting and tasks such as human external cargo and winching operations. As many pilots are contracted, SDG&E allows plenty of training time and aviation asset availability for staff to conduct ad-hoc training when needed if a pilot feels like they need to brush up on skills for a specific task before undertaking it in the real-world application.

Unmanned Operation

While the aerial firefighting side of the operation is a large part of the organization, UAS operations are now becoming part of daily operations in the SDG&E fleet, taking on the task of some aerial inspection operations of its infrastructure. SDG&E is exploring if and how these UAS operations can be expanded into potential firefighting support.

“We are looking at where drones can fit into firefighting. Right now, that’s probably a maturing field more than anything; as you can imagine, you’ll have to scale up. At this point, it’s going to be helicopters that have any kind of applicable impact on fire currently.”

Safety

Part of the reason that SDG&E’s fleet has maintained an excellent safety record is due in large part to the

culture of the operation, in what Tom Fries refers to as a ‘just safety culture’ where anyone has the right to decline a flight for safety concerns for any reason, much like the helicopter air ambulance industry.

“We have built a just culture. We have built an arena where anybody can say, I don’t get it, stop working. Or that doesn’t make sense. Why are we doing it that way? So everybody has that opportunity to say something. It may get to the 11th hour, and the pilot in command says this isn’t going to work. We have the attitude of ‘No harm, no foul, no flight today.’ That’s fine. We’ve had instances where we stopped work, and I’ve gotten calls from senior leadership, and they ask why. And as soon as it’s mentioned that it’s a safety thing, there’s no further questions. The company fully understands that. I think that’s a great environment, and that safety culture, our aviation safety management system, and those we bring in fit into that safety culture. We are all talking the same language,” said Fries.

Conclusion

Throughout SDG&E’s annual operations, the company flies approximately four thousand hours across four platforms split between aerial firefighting and powerline work that add significant benefits to the residents of San Diego County the company’s service territory. SDG&E has gone above and beyond in the protection of the citizens it serves, dedicating millions of dollars of budget to develop an aviation services department unlike any other in the world that works daily to provide not only life and property protection through aerial firefighting but a safe and robust program that is ready to act at any time to protect its citizens, property, and infrastructure.

The SDG&E fleet service the entire 4,261 square mile area of San Diego county

CRAYMER’S COUNSEL

Robert Craymer | robertc@covingtonaircraft.com

Hot Section Inspections 2.0

One of the PT6 maintenance items you always hear about is the hot section inspection. The hot section inspection is a mid-TBO inspection where we split the engine. At the same time, hot section inspection time requirements may differ by engine model because TBO on engine models may vary. Performance loss can also dictate the need for an inspection. For example, the PT6A-34AG engine TBO (Time Between Overhauls) is 4000 hours, and hot sections are recommended at 2000 hours. For the PT6A-65AG, the primary engine TBO is 3000 hours, and the recommended hot section inspection is 1500 hours. All this information exists for all engine models in various Pratt & Whitney Canada service bulletins. Time constraints are listed in service bulletins, but hot section criteria are defined in each engine model’s maintenance manual.

What exactly is a hot section inspection? The hot section inspection ensures the condition of some of the hardest working parts in your engine can continue to do the job up to the next inspection interval or until TBO. The PT6 engine is all about efficiency, and the hot section inspection is a simple and fast way to confirm the engine is not losing efficiency in this extreme environment. Because of the temperature and forces applied to the parts in the hot section, various factors can change efficiency through regular operation. Fretting, wear, cracking, and rubbing can all exist in the hot section and can negatively affect your engine’s performance.

When the engine is split to perform the hot section inspection, one of the first tasks is to measure the compressor turbine blade tip clearance. Tip clearance

is one of the critical areas for efficiency. On a PT6A34AG, for example, the median average tip clearance is .013”. That is only the thickness of a couple of business cards. That clearance is close for a disk that spins thousands of revolutions per minute in hundreds of degrees. When those tip clearances begin to increase, you lose performance. In the cockpit, that means the engine is not making power because of temperature limitations.

After measuring tip clearances, the turbine disk is removed, and the rest of the hot section parts are checked for deterioration, distress, or other problems. Components are resurfaced and resealed once repairs are made and issues are addressed as needed. The compressor turbine blade tip clearance is reset for maximum efficiency by changing and/or grinding the segments. Then, the hot section is reinstalled. That is a basic overview.

There are additional requirements as part of the inspection. The bleed valve and compressor condition must be checked. The gas generator case has inspection criteria. The fuel nozzles, the power turbine stator and housing, exhaust duct, oil strainers, oil filters and chip detectors are also checked. No one wants to invest time and money into a hot section only to discover that the compressor has issues and the engine must be removed. What if you find out that the gearboxes are making metal? Perhaps distress in your hot section is being caused by a fuel nozzle issue? Proper inspection of all parts and fulfilling all inspection criteria are essential when it comes to hot section inspection.

I touched on some of the things done during your hot section inspection. Just remember it is more than a split, and peek at the parts. We want to ensure the

Fretting, wear, cracking, and rubbing can all exist in the hot section and can negatively affect your engine’s performance

engine is safe for the operator and can be operated fully when needed. Preventative maintenance and inspections are also a way to keep costs down. If problems can be detected early and repaired, it is less expensive than replacing parts like a vane ring or turbine blades.

Keep a few other things in mind: if you operate a PT6A65AG, a blade inspection needs to be done at 3000 hours. In some other engine models, the PT6A-34AG, for example, requires blade inspection at 5000 hours and includes cutting two blades for metallurgical analysis. Read your maintenance manual so you are aware of any additional inspection criteria that may need attention during the hot section inspection.

Robert Craymer has worked on PT6A engines and PT6A-powered aircraft for the past three decades, including the last 25+ years at Covington Aircraft. As a licensed A&P mechanic, Robert has held every job in an engine overhaul shop and has been an instructor of PT6A Maintenance and Familiarization courses for pilots and mechanics. Robert has been elected to the NAAA board as the Allied-Propulsion Board Member.

Robert can be reached at robertc@covingtonaircraft com or 662-910-9899 Visit us at covingtonaircraft com

GLOBAL FIRE WEATHER PATTERNS

Todd O’Hara

Snow and El Niño: Decoding the US 2024 Fire Season with Insights from TracPlus

AerialFire takes another look at trends around the world that are affecting the fire outlook in part two of our series written by Todd O’Hara; following on from our look at the Australian outlook, this time, we take a deep dive into the trends across the North America region.

As we head into the winter of 2023, understanding the early indicators of wildfire potential becomes crucial. Wildfire risks often emerge well before the spring and summer seasons, making early detection and analysis key to effective preparedness and response. With El Niño’s significant climatic influence this year, we face challenges and opportunities for insight. Early indicators, such as temperature anomalies, precipitation patterns, snowpack concerns, widespread drought conditions, and the state of leaf litter and fuel dryness, are already shaping the potential landscape for the upcoming fire season in the United States.

Amidst these evolving conditions, TracPlus stands as the global leader in aerial firefighting intelligence. While our core competency lies in providing real-time tracking and operational data to firefighting teams, we extend this expertise into translating complex climatic information into valuable insights. This unique capability allows us to offer a nuanced understanding of fire risks, which, although not a core part of our product, demonstrates our comprehensive approach in supporting firefighting operations globally.

This article delves into the forecasts and trends outlined by the National Interagency Fire Center

(NIFC)’s Predictive Services team, highlighting the intricate interplay of climatic factors, regional conditions, and evolving environmental patterns. This analysis, informed by NIFC’s expert predictions and long-range climate data from the National Weather Service, aims to provide an in-depth understanding of the factors influencing fire behavior and potential, which are crucial for effective fire management and preparedness strategies. Our approach goes beyond conventional data analysis; it’s about synthesizing our deep understanding of operational data with external climatic insights to equip frontline firefighting teams with comprehensive knowledge, aiding them in making informed decisions in critical situations.

NATIONWIDE SUMMARY

The outlook for the 2023 fire season, informed by the collective forecasts of the Geographic Area Predictive Services units and the National Predictive Services unit, highlights significant regional variations in wildfire potential across the United States. November 2023 saw an escalation in fire activity in the Southern Area, reaching preparedness level three before a return to level two towards the month’s end. This spike in activity was echoed in the Eastern Area but contrasted with the rest of the country, where fire activity was normal or below normal. Despite these regional variances, the overall fire activity in the US was substantially lower than the 10-year average, with acres burned at just over 38%. The climatic conditions, marked by below-normal precipitation in most of the Continental United States

and varying temperature patterns, have influenced these fire activities. Drought conditions have persisted or worsened in several regions, including the Four Corners, Mid-Mississippi Valley, and parts of the Appalachians.

The outlook from December 2023 through March 2024, shaped by a strong El Niño pattern, predicts abovenormal temperatures for most of the US, with varied precipitation forecasts. While areas like California, the Southwest, and much of the Southeast might see above-normal precipitation, regions like the northwestern US and the Great Lakes are likely to experience belownormal precipitation. This El Niño influence is expected to bring significant changes in the fire potential, with a forecast of above-normal fire potential in Hawai’i into March and the emergence of above-normal potential in parts of the Midwest by March. The Southern Area, however, is likely to see a transition from above-normal to near-normal or below-normal potential, with a forecast encompassing most of the area from Interstate 35 eastward through the Carolinas.

UNDERSTANDING EL NIÑO

El Niño is a significant climate pattern characterized by the periodic warming of ocean surface temperatures in

the central and eastern Pacific Ocean near the equator. This warming can lead to major shifts in weather patterns across the globe, often altering the typical precipitation and temperature trends in various regions. For North America, El Niño typically results in warmer, drier conditions in the northern regions and cooler, wetter conditions in the southern regions.

El Niño events are part of the broader El Niño-Southern Oscillation (ENSO) cycle. They occur when the easterly trade winds, pushing warmer water toward Asia, weaken or reverse. This allows warmer water to flow back toward the Americas, increasing ocean surface temperatures in the central and eastern Pacific. Current models predict a strong El Niño event, which may bring above-normal precipitation through March for the Gulf and East Coast, providing potential drought relief. However, this does not guarantee wet conditions for all regions; areas like Kentucky might see less precipitation, leading to a varied fire potential within the Southeast.

CURRENT WARNING SIGNS

The prelude to the 2024 fire season is marked by a combination of climatic signals that pose a heightened

Map provided by NIFC

risk, particularly in the Northwestern United States. The interplay of temperature anomalies, precipitation deficits, and suboptimal snowpack levels creates a complex and concerning picture that demands attention from wildfire management professionals and the wider community.

Temperature Anomalies: The Seasonal Temperature Outlook for January-February-March 2024, based on data issued on November 16, 2023, signals a significant departure from the norm in the Northwest, with projections strongly leaning towards above-average temperatures. This trend is not confined to a single state but sweeps across a broad swathe of the region, indicating a pervasive warmth that could precipitate early snowmelt. This warmth, if it extends into the early fire season, can desiccate soils and plant life, thereby increasing the vulnerability of these areas to ignition and fire spread.

Precipitation Patterns: Concurrently, the Seasonal Precipitation Outlook contrasts with predictions of belowaverage rainfall for the same period. This forecast is particularly alarming because it compounds the effects of the temperature anomalies. Reduced precipitation means that the natural hydration of the ecosystem, which is vital for maintaining moisture in the vegetation and soil, is compromised. This lack of moisture primes the landscape for wildfire, reducing the threshold for fire ignition and potentially leading to more widespread and severe fire activity.

Snowpack Concerns: The critical status of the snowpack levels further exacerbates the situation, as revealed by the SNOTEL data. SNOTEL (SNOw TELemetry) is a network of automated near real-time data collection stations that provides mid to high-elevation hydro-climatic data from mountainous regions of the western United States. The snowpack acts as a natural reservoir for water, releasing it slowly as it melts in spring and summer. However, as of December 7, 2023, parts of Southern Washington and Northern Oregon report snow water equivalents at 30 to 49% of the basin-wide normal. This shortfall in snowpack is not an isolated anomaly; rather, it is symptomatic of a broader trend that could lead to a significantly

drier early fire season. The reduced snowpack indicates that the ground and vegetation may not receive the necessary moisture to mitigate fire risks effectively as the season progresses.

Widespread

Drought

Conditions: The Southeast, particularly from the Lower Mississippi Valley to the Appalachian states, faces a significant drought, expanding into extreme categories. This poses a heightened wildfire risk, especially in areas with pronounced annual rainfall deficits like coastal Texas, Louisiana, and the western Florida Peninsula. The severity of the situation is underscored by the fact that some regions are experiencing deficits nearing three feet, attributed to a combination of dry conditions and a lack of tropical activity this year.

Leaf

Litter and Fuel Dryness:

The accumulation of leaf litter due to seasonal leaf drop, combined with persistent dry conditions, can substantially increase the risk of fire activity. This risk is particularly pronounced in hardwood-dominant forests where severe drought results in abnormally dry organic soils. This is especially true in portions of the Appalachian states where extreme to exceptional drought has continued to expand. The fresh leaf litter in these areas could substantially affect fire activity until these regions receive significant precipitation to mitigate the dry conditions.

As we anticipate the challenges of the 2024 fire season, the insights from our analysis underscore the critical need for strategic preparedness tailored to the unique challenges of different regions. The interplay of El Niño’s influence, regional temperature and precipitation anomalies, and specific concerns like reduced snowpack and persistent drought highlight the complexity of the upcoming wildfire landscape. These factors reveal potential risks and stress the necessity of adaptive and collaborative strategies in wildfire management.

TracPlus is pivotal in this scenario, leveraging our expertise in transforming real-time tracking and operational data into actionable intelligence. This enables frontline firefighting teams and communities to understand better and anticipate diverse climatic conditions, enhancing their ability to safeguard against the unpredictable nature of wildfires.

Todd O’Hara is a Helicopter, Glider, and fixed-wing pilot and has been an accomplished writer of aviation-based content worldwide. Todd currently serves as the Chief Marketing Officer at TracPlus and is based in New Zealand.

“ENGINE STARTING AND CLEAN POWER”

Eve Storm, President STARTPAC ®

330QC

Maintaining Your Paint

by Byron Yoder

Maintaining the exterior appearance of aerial firefighting aircraft is crucial not only for aesthetic purposes but also for ensuring the longevity and performance of the aircraft. Wash soaps and pH are crucial in preserving the aircraft paint by effectively removing oil, grime, and contamination while preserving the paint layer and protecting the skin. In this article, we will learn the significance of washing soaps and understanding the pH balance in aircraft paint maintenance programs.

Role of Wash Soaps in Aerial Firefighting Aircraft Paint Care

Wash soaps are specially formulated with cleaning agents designed to remove dirt, grease, chemicals, and some waxes effectively and safely from the aircraft’s surface. These soaps are designed to lift contamination on the paint layer and provide some hydrophobic protection for

future easier cleaning and smoother surfaces, resulting in a more glossy finish (wash & wax).

Many advances have been developed in recent years with soap application methods and processes. Foam cannon & foam gun applications cover larger areas, stay wet longer, provide a presoak to soften the contamination, and allow encapsulation of the dirt, oil, and grease for easier removal. Conventional scrubbing by wetting the brush with soap in the bucket only allows a few moments for the product to work, thus leading to longer times scrubbing and more expense for you, the operator.

We look for biodegradable soaps that offer multiple uses of clay lubricants. These mixtures work well to clean windows by providing a tiny micro-layer barrier between rag fibers and dirt to be picked up. Good options for this type of wash include Optimum No Rinse ONR, American Detailer Garage Wipeout, and many more.

The Significance of pH in Aircraft Paint Maintenance

The pH level of a wash soap is an essential factor to consider when caring for your paint. pH is a measure of the acidity or alkalinity of a substance.

The wash soap should ideally have a neutral or slightly alkaline pH (around 7 to 9). This pH range ensures that the soap is not too acidic, which will lead to paint erosion, causing physical indents/ reductions in your paint height(measured in mils or microns), and given enough time and repetitions, you now have exposed aircraft skin, opportunity for creation of corrosion due to industry chemicals that are commonly sprayed iron in them. In addition, on the physics side, we now are creating surface tension and allowing for more edges to grab onto bugs, oil, etc. (think of sandpaper with water vs. window with water). Cleanings will take longer without you noticing, but those minutes will add up over time. On the contrary, high alkaline will do a great job removing the bugs since bugs are acidic and grime quickly with the effects of paint to “burn,” commonly called staining. Remove oil from the paint following

Best Practices for Washing

Never wash the aircraft in direct sunlight as this will lead to quick drying, and depending on your water, mineral content can form mineral deposits on aircraft; given enough repetitions, this can soak deeply into your aircraft paint and may only be removed by heavy polishing, chemical treatment or worse permanent staining and required professional detailing services.

Follow the soap manufacturer’s instructions for diluting the wash soap appropriately. Check the MSDS always; a quick, simple reading will save hours working to pay for that new paint job.

Use foaming soap with a Foam Gun (for garden hose) or Foam Cannon (for pressure washer) to apply the wash soap. Allow a few minutes for the bugs to soak, then follow up scrubbing with a soft bristle brush, two-bucket wash method.

3 5 4 6

Be careful about your brush scrubbing; realize your body is a pendulum, and often, without thinking, we press at the bottom of the action and relieve pressure as the brush extends further up the wing. Look at the flaps and see heavy scratching. You may have developed this habit, or the brush clogs and scratches the surface.

An inline water filter can be purchased usually for less than a hundred dollars or a little more. It has enough flow to supply a pressure washer or garden hose and will minimize mineral deposits.

Wash as often as you can. A quick foam application with wash soap and pressure wash will neutralize the most contamination, leading to easier cleaning. The more buildup and longer the bugs bake, the more applications will be required to reach below the contamination layer, or the more aggressive soap will be needed to remove the bugs and chemicals.

separation from the skin. This stripping effect is often referred to as weather checking or weathering. The only way to fix this, you guessed it… repaint.

Before using any product, always check the MSDS and TDS. This will give you paint-safe applications if there are any. One challenge is that “soap” is often misunderstood, and if you ask each operator, they have a different product within the industry; there have been many cases where clients have referred to degreasers as “soap.” Most commonly, heavy-duty truck wash and All-Purpose Cleaners are purchased and implemented to remove grease/oil/bugs for time savings quickly; however, they come with a hefty price tag of repainting, reduced resale value, and increased labor hours.

Washing your aircraft is not just an astatic but also plays a vital role in keeping your aircraft flying, minimizing costly repairs, and providing you with what you want: time with your family. Stay tuned as we will provide more tips in the following articles.

Superior Alternative to Retardant, Water & Foam for Direct Attack

Coulson Aviation CH-47 based in LA County - USFS evaluation of on-board systems and drop characteristics of BLAZETAMER380™.

SUPERIOR ALTERNATIVE

Replaces costly retardant, water, and foam for direct attack of wildfires.

COST-EFFICIENT

Save 80-95% compared to traditional retardants. Enhances water effectiveness, reducing flight time.

LIGHTWEIGHT ADVANTAGE

Weighing 8.3 lbs./gallon, 9% lighter than retardant. Increases aircraft safety in challenging conditions.

SAFETY FIRST

Manage risks, minimize flight hazards, reduces pilot exposure, and protect ground crews.

Contact Bill Schuster, Sales & Business Development Manager bill.schuster@blazetamer.com | www.blazetamer.com

EFFICIENT FIRE CONTAINMENT

Reduces wildfire size, cuts crew and equipment time, and eliminates extended attack costs.

ECO-FRIENDLY

Reduces chemical impact. Over 99% water, 75% less toxic than common retardants, and 97% less toxic than foam.

WATER CONSERVATION

Make water count. BLAZETAMER380™ decreases water volume needed for fire suppression.

REDUCE CARBON EMISSIONS

Cut flight time and lower carbon footprint.

Photo by Marty Wolin

Help Us, Help You:

A Call for Collaboration in Aerial Firefighting

by Tiffany Taylor, UAFA

Commitment and Responsibility

As aerial firefighting operators, we understand the immense weight of responsibility we carry. Every flight tests our mettle, pushing us to the limits in environments where danger lurks around every corner. Ensuring the safety of our crews and the communities we serve is not just a priority, it’s an unwavering commitment woven into the fabric of our operations.

Federal land management agency staff carry responsibility as well. An entire world looking to them for effective wildfire response guidance, a duty to a public that can’t decide if the fire should be put out or not, and the job—no, the conviction to “do the right thing”, no matter what it takes. Their commitment is challenged by an agency culture that is resistant to change, budgets that never go up, and staffing that feels like winning the lottery if you get approval to fill a vacant position.

Unfortunately, this commitment is being tested for everyone. The past few years have seen a great deal of contention between the Agencies and Industry. Contention is a choice, but so is collaboration. The United Aerial Firefighters Association (UAFA) was formed to focus on collaboration. Instead of adversarial competition, we propose a collaborative and responsible approach. By fostering mutual respect and trust, we can ensure a comprehensive wildfire response that safely achieves our collective goals of managing and protecting public lands and the public itself.

Reality

Years of solicitation and contract award protests have left the agency staff weary and angry. They are overworked, undervalued and just plain tired. Fire Leadership is often faced with pressure from Congress or Agency Leadership to “just do more with less.” Those pressures may be

manifested to Industry in the form of contracts that are written to focus on the bottom dollar or calls and emails that don’t get timely responses.

Industry must do “more with less” too. Whether it is lowest price technically acceptable award determinations or limited numbers of exclusive use contracts to go around, neither make it easy to maintain the experienced pilots and mechanics we believe the agency wants, be ready at a moments notice without any guarantees AND give them all the shiny new toys that the private equity funded tech industry wants to sell them. Moreover, the lack of agency resources contributes to less time to eliminate out-of-date and costly contract requirements that impede Industry.

Solution

The Wildland Fire Mitigation and Management Commission’s Aerial Equipment Strategy Report offers a roadmap for collaboration. Part of it is being realistic about future capabilities, the cost, and the time it will take.

“The Government must not hesitate to communicate with industry as early as possible in the acquisition cycle to help the Government determine the capabilities available in the marketplace. Government acquisition personnel are permitted and encouraged to engage in responsible and constructive exchanges with industry…” (Federal Acquisition Regulation 1.102-2(a)(4))

Future Capabilities

We’ve all heard that Artificial Intelligence and other tech is going to change the way we manage wildfires. That may be true, but unless the inventors are working with the operators to make sure it will work and then talking to the agencies and Congress to make sure they will buy it, it won’t happen. “Build it and they will come” doesn’t quite work when your only customer is the government.

Future Cost

Can you imagine having to price a contract in 2019 for contract from 2020-2025 without being able to increase your price, even when COVID and high inflation occur? A recent report by Conklin de Decker estimated that to fly a new single engine airtanker (SEAT) for 90 days and 90 flight hours would cost almost $1,500,000 a year. Add 10-15% for the risk of a fixed price contract and you can easily see that as aircraft age out and the agencies want newer ones, prices will only go up.

Future Time

If industry is creating a new product or service, 1) it needs to convince the government it needs it, 2) the government needs to request funding for it, 3) a program manager needs to work with acquisition staff to purchase it and 4) it needs to be trained/implemented. This cycle, on a good day, can take 3-4 YEARS. Lead times for new aircraft or to retrofit, tank and test existing aircraft is YEARS. Europe and Canada unfortunately are in line ahead of us for the new ones.

Implementing the WFMMC recommendations, however, requires concrete action from both sides:

For Agencies:

Embrace transparent and early engagement with the industry: Share future needs and procurement plans, allowing operators to plan investments and develop capabilities accordingly.

Explore alternative contracting models: Move beyond the “lowest price wins” approach. Consider performance-based contracts that reward effectiveness and incentivize innovation.

Invest in joint training and exercises: Foster communication, understanding, and trust between agency personnel and aerial crews through collaborative training and real-world simulations.

Review capabilities and certification requirements for outdated, obsolete requirements that are no longer relevant or necessary in a next-generation Industry and are extremely costly.

For Industry:

Demonstrate cost-effectiveness and transparency: Partner with agencies to develop realistic cost models that reflect true operational expenses and future needs.

Prioritize safety and innovation: Invest in training, advanced technologies, and maintenance practices that guarantee the highest safety standards and enhance firefighting capabilities.

Establish industry-wide communication and advocacy: The United Aerial Firefighters Association is building a united front, fostering collaboration, and amplifying the collective voice of aerial firefighters to create real change.

Collaboration is not just about finding solutions; it’s about building trust. Regular meetings, open communication channels, and joint problem-solving will pave the way for a more efficient and effective aerial firefighting system. By embracing this solution and prioritizing collaboration over confrontation, we are committing to working together and ensure these essential aircraft continue to serve our communities with unwavering dedication and safety. Remember, this is not just about protecting our Industry, it’s about protecting the communities we serve.

Wildland Fire Mitigation and Management Commission Recommendations

Recommendation 2: Efforts should be made to include contractor perspectives in any future strategy development given that, at this time, the majority of aviation resources in the federal fleet are owned and operated by contractors.

Recommendation 3: A national strategy should consider all ownership models, including contracting and government ownership of aviation resources.

Recommendation 5: Contracting process should meet operational demands, including the option of reliable longer-term contracts for baseline capacity needs and every effort should be made to improve the effectiveness and efficiency of the contracting process.

Recommendation 6: The types of contracts used should meet the needs of a national strategy rather than allowing cost considerations and current procurement policies to override programmatic needs.

Recommendation 8: Congress should provide funding for greater availability of aviation-related training and staffing at all levels.

Recommendation 9: Explore the feasibility and appropriateness of allowing private contractors to provide NWCG-qualified support staff.FAA-certified aircraft, it is sold for personal recreational use, commercial utility purposes, flight training, and Government use.

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

In December 2023, AerialFire spoke to Jennifer Draughon, President of Neptune Aviation in Montana to find out how she went from a career in accounting to become the President of one of the leading aerial firefighting companies in the United States.

AF: We know your story is not the usual transition into the industry. Can you fill us in on the early part of your story?

JD:  My story is somewhat unique. I graduated from the University of Washington in 1992 with a degree in English

EXECUTIVE PROFILE: Jennifer Draughon - Neptune Aviation

Literature. After finishing my degree, I applied for a job at Boeing in Flight Test & Quality Assurance at Boeing Field in Seattle. I was one of only a few women in that department with a group of really interesting engineers. It was a fun job. I worked with a great group of men, and we did some interesting projects with test data for new aircraft that Boeing was introducing.

AF: We understand that you also had an interest outside of aviation. Can you tell us more about that?

Jennifer Draughon served in many roles at Neptune before becoming the CEO

JD: I ran cross country and track for the University of Washington, and actually qualified for the Olympic trials in 1992 while I was working for Boeing. That year, one of my former teammates reached out to me to discuss a track club that she was running for, where she was pursuing running at an elite level, and wanted me to join. I was intrigued by that. However, the challenge I faced was that if I wanted to pursue running at an elite level with this club, I would have to move to Missoula, Montana.

I decided to go for it. While I was in Missoula, I went back to school and earned a degree in business at the University of Montana in 1995, received my CPA certificate, and then applied for a job at Neptune in their accounting department.

AF: So tell us about your start at Neptune?

JD: I began my career at Neptune in the accounting department assisting Neptune’s CPA. At that time, you could actually complete the practical requirements for your CPA certificate by working as an apprentice.

AF: Can you paint a picture of what Neptune looked like back in the 90’s for those that were not in the industry then?

JD: Those were the early years for Neptune. In the 1990s we were operating a fleet of P2Vs, prior to the introduction of the current BAe-146 fleet, so it was a lot different than the company is today as far as the aircraft we were deploying into the field, number of employees, and company culture.

AF: What was your progression like, how many other roles did you work in before transitioning to the CEO role?

JD: I went on from the accounting department to a role as Assistant to the President and worked in that position for a number of years. From there, I was promoted to CEO of Northstar Jet, our sister company, also staying in that role for a number of years before moving back over to Neptune as treasurer and then Vice President. I became President in 2018.

AF: Looking back on your career thus far, what would you view as some of your biggest challenges?

JD: There were many challenges, learning and growing, with the large industry. The more years I spent in the industry, the more I grew to love it. Moving from accounting to President over the years presented many challenges but I think what helped me to overcome those was my care and love for the company and for the people that work for us.

I would say from a practical standpoint, when I look back to 2004, when the Forest Service cancelled all the large airtanker contracts, that was a really big challenge for me, Neptune, and the industry. As a company, it brought us together. We strategized how to step into this as a company and a leader in the aerial firefighting industry. We realized when we faced challenges we were stronger together, and Neptune has continued on this trajectory ever since.

AF: Talking about the 2004 contract cancellation, how do you steer a company through a situation when you’re essentially told, “Sorry, we don’t need you.”

JD: Although I wasn’t the President of the company at that time, I witnessed how it was handled, and part of the way

The Neptune team with one of their previous fleet of P2V’s

Neptune operates and part of how I was mentored, was you work together, and you steer together from leadership down. We had to divide and conquer. So, some of us were off to Washington DC to fight the challenges there. Some of us were here in Montana, helping with our employees and our team at home, and I was that person. How you steer through it is by getting everyone together. You use your collective intelligence to determine: How are we going to move forward? What are we going to do? What are the next steps? And you systematically move forward by encouraging and supporting each other.

AF: You mentioned mentoring earlier, can you tell me a little about how you were mentored over the years?

JD: I would say my main mentor is the founder of our company, Marta Timmons. From the day that I started, she guided, encouraged, and taught me many leadership skills. What I learned from her contributed greatly to my advancement within the company. She believed in me and was open to teaching and showing her leadership strengths. As an individual, she modeled always staying strong.

I learned that in life, that’s incredibly important. For me, mentoring is an area of focus within the company. At Neptune, we strive to grow our people from within. For example, if you’re an apprentice mechanic, we try to help provide opportunities for you to become certified as an A&P mechanic.

Whether it involves moving from one department to another department, whether you started as a receptionist, and aspire to advance, we want to know where we can help our people grow. What do you want to do at Neptune? What do you want to do in the industry? How can the leaders at Neptune model the qualities and skill set, and provide opportunities for our people to follow their dreams?

AF: What are Neptune’s goals or plans for the next five years?

JD: It feels like we just onboarded the BAe146. We are always looking to advance, and we continuously discuss optimizing our BAe platform. It is getting increasingly difficult to find parts. We have been mitigating this challenge by looking ahead to our support needs and collaborating with operators of the 146 and RJ.

Over the coming years, we will still be operating the 146, however, we are looking at what is next. We have a list of criteria that we have used to evaluate what we feel will be the optimum platform for Neptune and for our customers moving into the future. Neptune will be making significant notable strides in this area throughout the next five years.

AF: What is the current contract mix at Neptune? As far as state/federal/local contracts and exclusive use vs. call when needed (CWN)?

JD: We have a mix of Forest Service exclusive-use contracts and CWN contracts. We also have an exclusive-use contract with the State of Colorado and continue to work with CalFire.

AF: Does it vary drastically each year or is it the same contracts that you’re getting over and over?

JD:  It doesn’t vary drastically. For example, our Colorado contract is a one-year contract with four option years. In our experience, options are exercised

throughout the contract. Forest Service exclusive-use contracts operate similarly. The remainder of our fleet is typically utilized through the CWN model. Ideally, the contracting format would be for a firm fixed number of years versus options.

Neptune’s Tanker 16, a BAe-146 drops a line of retardant

– Photo by Kyle Miller

Neptune’s BAe146 simulator

AF: What do you think are some of the challenges that you face from a legislative agency perspective in the near future?

JD: I know, you’re aware of the United Aerial Firefighters Association. We’re working together as an industry to overcome some common issues the industry faces. The current contract environment is a challenge. Funding exclusive-use contracts for a fixed number of years is a legislative hurdle, and we hope to help the Forest Service overcome that by advocating for these changes and providing solutions in Washington, D.C.

AF: Regarding contracts, what is the perfect mix for Neptune going forward?

Our ideal contract situation would be solely 5-year exclusive use contracts. However, it’s best to stay somewhat diversified in our customer base. A good mix for our company would be seven Forest Service contracts, two state contracts, and then two international contracts during the winter months.

AF : What do you look for in somebody that you’re hiring at Neptune?

JD: It is important to Neptune that they fit in from a team perspective. I would like to see some aspects of our values demonstrated in the interview process – embracing family, a firm handshake, and a resilient spirit. Culturally, we feel strongly that it’s important to be able to work together as a team. I feel blessed to come to work every day because I love what we do, and I enjoy the people that I work with -- we work hard together and take care of each other.

AF: Have you had any hard lessons that you’ve grown from?

JD: I would return to the 2004 incident for that. That was a really hard lesson. And I think everyone in the industry grew from that. It elevated safety, modernization, and professionalism for everybody in the industry. And so, as we continue to grow and evolve, we take the lessons we have learned over the years and keep them in the forefront for Neptune as a leader in the industry.

In addition to being the Neptune CEO, Jennifer has raised two sons as a single parent

AF: What would be the best advice that you can give to a female with the same aspirations to become someone at your level in the industry?

JD:  Definitely to follow your dreams. Even if it’s in a maledominated industry, go for it. Trust yourself, continue to learn daily, and be confident. Understand that it’s about bringing unique perspectives and working together, and everyone has their strengths.

AF:  What would you say is your biggest achievement?

JD:  Well, in addition to being the President of Neptune Aviation, I am a single mom, and I’m very proud of my family. I have two wonderful children. My oldest son just graduated from West Point. My youngest son is a senior in high school. I’m very proud of them.

The family-first atmosphere we have created at Neptune is something I am also proud of. It may sound cliche, but we really are a family within the business, and we all take care of each other.

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Navigating the Challenges of Type 1 Unmanned Aircraft Systems for Wildfire ISR

by Dan Reese and Jordan Hahn

Wildfires pose a significant threat to ecosystems, wildlife, and human lives. As the frequency and intensity of wildfires continue to rise, finding innovative and efficient methods for surveillance and early detection is crucial. Unmanned Aerial Systems (UAS), commonly known as drones, have emerged as a powerful tool for wildfire surveillance.

While many agencies are using small UASs for line-of-sight low-level operations, this article advocates for the widespread adoption of Type 1 UAS technology to enhance wildfire monitoring and response efforts while addressing the challenges associated with their implementation. In contrast to the battery-powered Type 3 UAS, typically weighing less than 55 pounds and with a flight time of an hour or less, Type 1 UAS are usually dual-powered, enabling them to operate for extended periods (8+ hours), carry heavier payloads, and reach higher altitudes. They are more akin to aircraft than traditional drones in wildland firefighting environments.

Advantages of Unmanned Aerial Systems:

Cost-Effective Surveillance: Traditional methods of wildfire surveillance, such as manned aircraft or satellite imagery, can be expensive. UAS offers a cost-effective alternative, allowing for frequent and targeted monitoring without the high operational costs associated with traditional methods.

Multiple Payloads: UASs can be equipped with many payloads, from EO/IR cameras to cells on wings. This allows for rapidly deploying advanced capabilities to wildfires. It is only a matter of time before UAS technology will progress to large payloads being made available for cargo and suppression missions. This has already been demonstrated through flight testing by the Kaman Aerospace Corporation of its new unmanned helicopter, the K-MAX TITAN™

Real-time Data Collection: UAS equipped with highresolution cameras and sensors provide real-time data on fire location, size, and progression disseminated directly to Incident Commanders and operations staff. This data is invaluable for making informed decisions and strategizing firefighting efforts efficiently.

Enhanced Situational Awareness: UAS technology enhances situational awareness for firefighting teams by providing detailed aerial views of the wildfire area. This allows for a better understanding of the terrain, fire behavior, and potential risks, aiding in developing effective response plans.

Reduced Risk to Human Lives: Wildfire-prone areas often present challenging and dangerous conditions for human surveillance. By employing UAS, we can significantly reduce the risk to human lives by avoiding the need for ground crews to navigate hazardous terrain. Additionally, by eliminating the need for human pilots to fly over dangerous terrain, UAS minimizes the potential for pilot-related accidents and enhances the efficiency of firefighting efforts.

Nighttime Operations: Many wildfires burn at night, challenging persistent surveillance. UAS with infrared cameras enables nighttime operations, ensuring continuous monitoring and response capabilities. They can fly during nighttime, when most conventional aircraft are grounded due to safety concerns, filling a critical gap in coverage and providing essential intelligence during these otherwise inaccessible times.

IFR Flight Conditions: The UAS flight equipment, payloads, and sensors allow flight operations to continue with the same benefits as night-time operations.

Scalability: UAS can cover large areas and scale their operations based on the size and complexity of the wildfire. Multiple drones can collaborate to provide comprehensive coverage, making them suitable for small and large-scale wildfire incidents.

Challenges:

While UAS offers numerous advantages, challenges such as regulatory hurdles and adverse weather conditions

must be addressed. Collaborative efforts between regulatory bodies, technology developers, and firefighting agencies can help overcome these challenges by implementing standardized protocols, advanced battery technology, and weather-resistant drone designs.

Although the 2023 Congressional Wildfire Commission Recommendations advocate for increased use and scaling of the UAS program, significant hurdles remain. The most considerable obstacles are inclusive of the following:

Contracting : Type 1 use remains strictly Call When Needed and minimally used. It will remain stagnant until agencies fully embrace the development of UAS technology where Exclusive Use contracts are implemented.

Funding: If Federal and State agencies are going to engage the full potential of the UAS successfully, these agencies will need to be funded appropriately. Contracting aside, this funding must include the staffing, training, and oversite that does not exist and is not currently being budgeted for.

UAS systems are becoming a key part of mapping fires during fire operations

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If program managers don’t have the personnel to support UAS use, their development and potential will not be realized.

Reliability: The intermittent use of Unmanned Aerial Systems (UAS) introduces reliability challenges, as their sporadic operation limits consistent performance monitoring and problem detection due to minimal flight hours. This issue underscores the importance of a proactive approach, necessitating regular system checks and diagnostic assessments during operational downtime to identify and address potential problems. Government agencies can play a pivotal role in overcoming these challenges by strategically investing in UAS research and development and fostering advancements in diagnostic technologies and maintenance routines. Such investments enhance the reliability of UAS but also contribute to the development of resilient designs, ensuring their readiness for diverse applications in both public and private sectors.

Increased costs: The costs associated with blue technology, a term that describes United States (US) manufactured products, must be accepted and realized by the federal agencies dictating the policy. The contracting prices will be reflected until these

policies are changed or the United States develops reasonable, cost-effective solutions.

Utilization: The agencies and Incident Management Teams (IMT) responsible for incidents must better embrace UAS utilization to realize sound policies and capabilities. IMTs should be educated on the unique capabilities and limitations of Type 1 UAS and encouraged to integrate them into existing operations and planning workflows.

Conclusion:

Utilizing Type 1 UAS for wildfire surveillance represents a transformative step in modernizing our approach to wildfire management. The cost-effectiveness, rapid deployment, and real-time data collection capabilities make UAS an indispensable tool in the fight against wildfires. As technology advances and regulatory frameworks evolve, embracing UAS for wildfire surveillance is not just an option but a necessity for building resilient and effective wildfire response strategies. Integrating UAS into our firefighting arsenal is a proactive and forward-thinking approach that can ultimately save lives, protect ecosystems, and mitigate the devastating impact of wildfires on communities.

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60 Years of Doing

the Right Thing

Ahistory in aerial firefighting isn’t told through timelines of dates, drops, tanker types, and tail numbers. It’s told through its people - the dedicated teams who have invested their lives in protecting communities from wildfire, often at great personal sacrifice. For over 60 years, Aero-Flite’s people stood with each other, cemented together by the same goal and the same values, always prepared to do the right thing.

That right thing began in 1963 in Cody, Wyoming, where two brothers, Ray and John Elgin, operated Elgin Flying Service. The enthusiastic gentlemen both flew as tanker pilots, supporting the US government with fire suppression services starting in 1965, flying a B-17 which they had modified to increase overall power and payload, and innovative conversions achieved to improve wildfire response. Sadly, tragedy struck in 1970 and Ray Elgin, along with his co-pilot John Bastian, perished when the tanker struck some trees in strong winds after a drop on a fire west of Crowheart, Wyoming.  “John took over the company in 1971 and flew just one tanker after that, tanker 160, a DC-4. When I was a young fledgling tanker pilot, John Elgin was like a god. He had such a reputation for honesty” shares Mike Lynn, who served as Safety Officer,

“ John Elgin was like a god. He had such a reputation for honesty... ”

Director of Flight Operations, and Technical Director of Training at Aero-Flite from 2013 to 2023. From the start, Aero-Flite was a family-owned business, driven by duty, bound by integrity, and rooted in loyalty and respect.  “In 1986 Matt Ziomeck, who was – and still is – my best friend, and his wife Judy, bought the company, moving its location from Cody to Kingman, Arizona. Together they took the reputation Aero-Flite had established and made it even better.”

Matt and Judy grew the business, purchasing three more DC-4s. By 2001, the company had expanded further, operating and maintaining Minnesota’s two 215s. “My favorite memory at Aero-Flite was my interview with Matt, sitting in the cargo hold of a DC-4, on two 5-gallon

An Aero-Flite CL-415 drops on a recent fire

Photo by Eric Kiehn

An Aero-Flite DC-4 drops a line of retardant

SUPPRESSING WILDFIRES. SUPPORTING FIREFIGHTERS.

Operating amphibious and land-based airtankers across the US for over 60 years.

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buckets” remembers Mark Giovanardi, Director of Materials at Aero-Flite who joined the team in 2001. “When I came to work for Matt, we were friends. Our kids grew up together. He had been a customer of mine in previous lives working in heavy equipment at railroads and automotive. It was a fantastic career move. I am blessed to work with the team at Aero-Flite.” Parts for the 215 at that time went from really cheap to really expensive rather quickly, and Mark’s role was to source and negotiate, making sure Aero-Flite had what was needed to ensure the airtankers were ready to respond. “It was a big learning curve. But at AeroFlite, with the team that’s here, every day we accomplish something that feels insurmountable.”

Shortly after, Aero-Flite purchased three of their own 215s to add to the fleet, recognizing the value and impact of the super scooper. In 2010 Matt teamed up with Conair Aerial Firefighting in Canada, first as a partnership and later, in 2012 as a full sale. “I was in Fairbanks visiting our DC-6 crew based there and Matt

was there at the same time, helping crew a pair of AeroFlite’s CL215s” shares Rick Pedersen, who at the time was Senior Vice President at Conair and later became President of Aero-Flite in 2014. “Matt had placed the first deposit with Bombardier on the 2nd generation CL215T conversion kit which Conair was anxious to obtain to provide conversions on the Alberta government-owned fleet of CL215s.  We had never met before and I called him up to meet for a coffee and introduce ourselves.  We discovered we had lots of common interests and connections and decided that a follow-up meeting in Kingman was in order.”

The bond took hold and the two companies began by forming a Joint Venture Partnership to undertake the CL215T kit conversions figuring it would be a great way to collaborate and test the relationship. “As it turned out, the conversion program had real serious challenges which took an unparalleled amount of energy, time, and resources to get through over a multi-year period” Rick

Aero-Flite RJ85 tankers 160,161 and 162 await a mission

Aero-Flite RJ85 (above) and CL415 (far right)

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continued.  “It was during this period that we knew Aero-Flite and Conair could work well together. Despite the unprecedented hurdles we found ways to positively move forward as a team.”

This relationship evolved into an expanded partnership and eventual acquisition, bringing the two organizations together corporately while providing for the operational independence that Aero-Flite possesses today.

In 2014, Aero-Flite sold their 215s to purchase four 415 scoopers, the largest fleet of privately owned super scoopers in the world at

Aero-Flite RJ85 conducting grid testing for the US Forest Service

An Aero-Flite Dash 8-400AT dropping retardant during the Tonasket-Crumbacher Fire

Photo by Tanya Palomares

Crews prepare a CL-415 to depart prior to a flight

the time, earning that title for nearly a decade. “We took delivery of the first CL415 in November of 2013.  The aircraft stopped in Abbotsford at Conair’s hangars to receive needed avionic upgrades including sat phone and loads monitoring, before going to Spokane” shares Rick.

Around the same time period, Conair had been developing its RJ85 large airtanker, with its first test flight taking place in 2013. The RJ85 is a derivative of the original Bae-146 but with improved engines, converted by Conair into an air tanker with a 3,000-gallon tank. Conair built the first three RJ85 air tankers for Aero-Flite, with Aero-Flite deploying the first RJ85, Tail 160, for its inaugural fire season in 2014, now entering its tenth year of operation.

In 2014 Aero-Flite was growing and needed more space. The company moved from Kingman to Spokane, Washington, into a hangar originally constructed in the mid-1940s, leased to the Air National Guard for 50 years. Spokane in the Pacific Northwest was selected because of the additional hangar space and the availability of highly trained and qualified mechanics and technicians, who maintain the fleet each winter, making sure all aircraft are wheels-up ready by early spring.

By 2017 Aero-Flite was operating seven RJ85s in the US, in addition to the four CL415s. Together with the one RJ85 in British Columbia, the RJ85 fleet flew over 206,000 miles in 2017, making 2200 drops of retardant totaling over 5,177,772 gallons of suppressant. “There’s not too many people in the world that do what we do. When you can help save a home, save a life, help save natural resources, timber, and so forth, that makes doing this job so worth it” shares Mike Lynn. “I’ve thought about this quite often. You don’t often get a chance to hear from people whose lives you have touched. People don’t know where we are, or where our bases are. But I can remember an older lady found us, came to the base, and wanted to know what airplane had saved her house. She had baked probably two dozen chocolate chip cookies and she came up to me and gave me the cookies and started crying. I get choked up thinking about it. She thanked me profusely about how I had saved her house. And just that one moment, that one time, has made my whole career so worth it.”

Today Aero-Flite is looking to expand again, adding to their fleet the new Dash 8-400AT airtanker. Two of these tankers are currently on contract with Washington

An Aero-Flite CL-415 awaits a mission

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State and more are expected to join the company in 2024. “There is lots of growth coming at a steady rate to keep providing the level of service Aero-Flite is known for and our customers expect” shares Mark. “Back in Minnesota 215 days I would take pictures of the maintenance we were doing because I thought it was interesting. Matt asked what I was doing and he said we should share them with the state of Minnesota showing them the airplanes don’t just come here and get washed and waxed and go back to work. A lot of people didn’t know what the in-between was, and how much work goes into not only the maintenance but also the parts, to keep the birds going. I like to emphasize the importance of the role my team plays. Without parts, mechanics don’t have parts to fix airplanes and pilots don’t have an airplane to fly. My favorite analogy is you wouldn’t have a fireworks show without the guy on the ground building the fireworks first. Everybody’s role here, whether it be from finance to

“ Every person in this organization believes in our core values...They believe in the industry and believe in our mission. We do what’s right when it’s not easy. ”

the pilots, are all very important to keep this place rolling. We couldn’t do our jobs without each other.”

“Aero-Flite is an American company…flourishing, one of the top companies out there” shares Mike. “When I retired, after a career as a tanker pilot and USFS lead plane pilot, I joined Aero-Flite. There were 32 people. Now the company is over 175. It’s been a joy. The integrity of the people who work here is outstanding. The culture of integrity is manifested in who owns the company and the leadership who creates the atmosphere. Our honesty and integrity are as strong as it could be. And that is reflected in our contracts with the USFS and our states. They know what they are getting. They are getting a company that does the right thing. And does it good.”

“It’s a big, big family,” says Mike. “We take care of one another.”

Aero-Flite would not be the solid operation it is today without the support of hundreds of crew members all with key roles in keeping the company running

“ It’s a big, big family...We take care of one another. ”

Parker Lucas - Chief Pilot during RJ85 Program Simulator Training

Chris Niemann is the current General Manager of Aero-Flite. “I’m relatively new to the organization, starting in 2021. But I’ve had a lot of great memories even though it’s been a short period.  I remember walking through the hangar for the first time, even before I got the job, and immediately it felt like home” shares Chris. “I especially enjoy the times I’ve been able to work with folks one-on-one where you get a real opportunity to know people on a different level. Hands down it’s the people who make Aero-Flite what it is today. We work very hard to make sure everyone is taken care of. It’s a tough job and there is a real sense of shared vision in working towards our goals.”

“Every person in this organization believes in our core values,” shares Chris. “They believe in the industry and believe in our mission. We do what’s right when it’s not easy. For me, Aero-Flite is unique because I can take care of people, whether through our mission or individual team members. I’m thankful for the small part I play in our success. I hope we will continue to be leaders in the industry. We’re going to continue to innovate in training, tactics, and equipment. I think we will set the standards for how the industry operates for years to come.”

When asked one word that would sum it up, Mike answers steadfastly “Honor.”

Aero-Flite’s maintenance crews are the backbone of the operation, keeping aircraft operational during fire season

Australian Helicopter, Drone Firefighters to Convene at RotorTech 2024

In June the aerial firefighting experts for Australia’s helicopter and uncrewed aerial peak bodies will meet for a two-day catch up in one venue, conducting their associations’ headline conferences as part of the RotorTech 2024 Helicopter and Uncrewed Exposition on Australia’s Gold Coast.

They will have much to discuss. Several devastating fire seasons have prompted growth in both fleet size and the complexity and payload of helicopters available to fire authorities around the nation.

From Bell 214s and 412s, the fleet has grown of late to include contracted S-64 Erickson Skycranes, Blackhawks, Chinooks and even a Super Puma joining the available fleet.

Australia’s National Aerial Firefighting Centre (NAFC) now contracts around 150 aircraft, of which around 87 are helicopters, readily available for use by State and Territory emergency services and land management agencies across Australia. Another 150 or so aircraft are sometimes involved on ad hoc firefighting when needed.

Australian companies have adopted and adapted to develop their firefighting abilities, with two helicopter operators and the Victorian state government’s Emergency Management Victoria all winners in Night Vision Awards presented at past Airborne Public Safety Association conferences (APSCON).

In 2018 Kestrel Aviation became the first Australian owned company to obtain Australian Civil Aviation Safety Authority approval for initial attack operations at night using night vision goggles.

Australian tank manufacturer Helitak, a RotorTech exhibitor, has also seen international success, securing US FAA STC approvals for its expandable fire suppression tank, and providing its FT4500 Black Hawk tank into the North American market through High Performance Helicopters in the 2020 US Fire Season.

Drones and remote piloted aircraft systems (RPAS) have also been part of Australian State and Territory

firefighting efforts since the early 2020s, gaining prominence and finding new capabilities as public safety agencies gain experience.

Uncrewed systems are already surveying assets such as dams and roads after fire and flood, maintaining an infra-red lookout on hot spots and fires, helping ground commanders determine safe areas for firefighting crews and vehicles and even finding wildlife in need of rescue from fire-damaged areas.

In 2021 Fire Rescue Victoria created a specialised drone unit, with the state of New South Wales rolling out drones across its network in 2022 to support fire and rescue services in 25 regional areas.

RotorTech is the helicopter and uncrewed systems event for the region, providing both peak bodies with a conference and industry exhibition that by nature has much overlap.

Australian Helicopter Industry Association President Ray Cronin said ROTORTECH 2024 would provide a timely platform for discussion of issues affecting the industry.

“The Australian helicopter industry needs a forum to highlight both the challenges and successes in our industry,” he said. “Operators face issues such as regulation and recruitment, but as an industry we are also advancing and adopting new technologies and new ways of doing business. RotorTech is the industry’s own forum for sharing this information for the benefit of all.”

RotorTech 2024 will be held 4-6 June at the RACV Royal Pines Resort, Gold Coast, Australia. For more information on RotorTech 2024, go to www.rotortech.com.au

4–6 JUNE 2024

VISITOR REGISTRATION NOW OPEN

Connect with Australian peak bodies and industry leaders in operation and support of helicopters and uncrewed aerial systems, across firefighting, public safety, law enforcement, agriculture and tourism.

RotorTech 2024 will host conferences from peak bodies the Australian Helicopter Industry Association and Australian Association for Uncrewed Systems, at the RACV Royal Pines resort, minutes from Surfer’s Paradise.

Helicopter and Uncrewed Aerial Systems conference streams

Industry exhibition and helicopter static park

Networking program and Golf Day

Australian Association for Uncrewed Systems Advanced Air Mobility Summit

Hear the latest industry updates at Australia’s premier event, on the Gold Coast.

www.rotortech.com.au | expo@amda.com.au

Water Bombers of the Malaysian Maritime Enforcement Agency

by Babak Taghvaee

The Malaysian Maritime Enforcement Agency (Agensi Penguatkuasaan Maritim Malaysia – APMM), with a fleet of two fixed-wing aircraft and six helicopters, has been involved in tackling wildfires not just in Malaysia but in several other Asian countries since 2012. The Agency’s key assets for firefighting operations are a pair of Bombardier CL-415MP (Maritime Patrol) aircraft procured in 2008 and

2009. The amphibious aircraft, which have been used for maritime patrol, search and rescue, and anti-piracy operations, have also been heavily used for water-bombing alongside a fleet of three AgustaWestland AW139s and three Aérospatiale AS365N3 Dauphin II helicopters. In this article, we review the history and current fate of the helicopters and aircraft of the MMEA and their use in firefighting operations.

Helicopters of the MMEA

MMEA was established with the enactment of the Malaysian Maritime Enforcement Agency Act 2004 (Act 633) by the Malaysian Parliament in May 2004. They later achieved operational status on November 30, 2005, with the commencement of patrols by its vessels.

As a part of the plans for the formation of the MMEA, the Agency was projected to procure helicopters and aircraft for various missions such as Maritime Patrol, Search and Rescue, Medical Evacuation, and other missions as needed. For two years, it was the Royal Malaysian Air Force, Navy, and Police that occasionally provided their air assets, including helicopters, to support MMA’s missions, including SAR.

An RM145 million MYR (Malaysian Ringgit) order was placed to procure three Dauphin 2s for the MMEA 2007. The helicopters were handed over to the MMEA on July 17, August 1, and November 26, 2007.

Based on the needs of MMEA for an all-weather and nightcapable SAR helicopter, the Dauphin 2s were modified and equipped with weather radar and FLIR for night operations

after their delivery. This forced MMEA to not operate them until the completion of their upgrade work in April 2008. A total of 12 helicopter pilots from RMAF were trained to become pilots of the three MMEA’s Dauphins.

Following the short-term plans that had been implemented in the 9th Malaysia Plan (9MP) through Phase 1 (2006-2010) Strategic Plan for the establishment of MMEA, the Agency had priority to be equipped with maritime and air assets and build its human resource required to support its work and activities. Procurement of six helicopters and two airplanes was projected within the first Phase of the Strategic Plan.

Upon delivery of the Dauphin 2 helicopters, studies were started to procure three more helicopters and two fixed-wing airplanes with SAR and firefighting capability for the MMEA. Subsequently, a pair of Bombardier CL-415MP airplanes and three AW139 helicopters were ordered and received in September 2008 and December 2010, respectively.

Finally, on October 30, 2008, the MMEA signed a contract for three AW139 medium twin-engine helicopters plus options for several additional aircraft to use for SAR, coastal patrol, and law enforcement duties around

An MMEA Airbus AS365

Malaysia’s extensive coastline. With a maximum cruise speed of 165 knots (306 km/h), a maximum range of 573 nm (1061 km), and over 5 hours of endurance, the AW139 helicopter was the best option for the MMEA to be used in the harshest weather and environmental conditions of Malaysia.

Two years later, AgustaWestland, a Finmeccanica company, completed construction of the three ordered AW-139s of the MMEA in October 2010. All helicopters were transferred to Malaysia and were officially handed over to the MMEA during a ceremony at AgustaWestland Malaysia’s facility near Kuala Lumpur on December 9, 2010. The MMEA’s AW139 fleet was fitted with the latest mission equipment, including a FLIR, NVG-compatible cockpit, and a 4-axis Automatic Flight Control System with SAR modes.

The Canadair CL-415MPs

In 2008, the Malaysian government ordered two Bombardier CL-215-6B11 (Series CL-415) equipped with maritime patrol equipment for the MMEA. The aircraft with 415-2068 and 415-2071 construction numbers were manufactured for MMEA. They were equipped with Pratt & Whitney PW123AF turboprop engines. Delivered in December 2008 and November 2009 to meet the

needs of MMEA for maritime patrol and SAR in all-weather conditions during the day and night, in addition to weather radar, they were equipped with Side Looking Airborne Radar (SLAR), Forward Looking InfraRed (FLIR), Direction finder, MSS 6000 maritime monitoring system and video cameras that also allowed the MMEA to use them for oil pollution detection and control missions and firefighting operations as well.

M71-01, delivered sooner, was extensively used for training the first three sets of CL-415 aircrews of the MMEA in its first year of service and accumulated 619.6 hours of flight. In that year, the aircraft had almost 1000 water landings, especially in salt water, which resulted in corrosion development in the aircraft’s fuselage and engines. Based on the lessons learned from its operations in 2009, MMEA’s Air Operations Division at Subang implemented an extensive and strict corrosion prevention program to prevent similar issues for the M71-01 and the M71-02, delivered almost a year after the first one.

In addition to the corrosion issue, M71-01 suffered from at least one main landing gear incident after the tire assembly of the aircraft stuck in the landing gear bay due to a lack of grease on one of its main bearings. Also, both aircraft had repeated air condition system and auxiliary power unit system failures in the first years

of their service. On December 5, 2010, when M71-01 and M71-02 had logged 619.6 and 91.3 hours of flight, respectively, their USD 2,679,496.30 maintenance contract was terminated and resulted in a temporary halt of their flying operations for a period of almost a year until a new maintenance contract was finalized.

As a temporary measure, the systems of both planes were always activated by making engine ground runs every week between January and December 4, 2011. In 2012, the MMEA resumed operating for various missions, including firefighting. Later that year, they performed a water bombing in Sabah province using water scooped from Cowie Bay after conducting aerial surveillance. In 2014, following the crash and loss of Flight MH370 of Malaysian Airlines, both of the CL-

415MPs of the MMEA were widely used in search and rescue operations after the crash.

Notable Firefighting Operations of the MMEA

It is the primary task of the Fire and Rescue Department of Malaysia to battle wildfires in Malaysia. Its air unit has ten helicopters: an Agusta Westland AW109 light utility helicopter, two AW139 medium-sized utility helicopters, an AW18I medium-sized utility helicopter, and four Mil Mi-171V heavy utility helicopters. If any wildfire is beyond the capabilities of this air unit to be dealt with, the MMEA’s CL-415MPs come to use for that purpose, supported by the AS365N3s and AW139s. The helicopters are used for surveillance and transportation of the firefighters and

An MMEA CL415MP awaiting its next mission

The MMEA flies a mix of fixed wing and rotary assets in Malaysia

their firefighting equipment to tackle wildfires in remote and inhabited areas where their transportation by road is impossible. At the same time, the CL-415MPs perform water-bombing in addition to surveillance flights to detect the areas affected by wildfire.

As explained earlier in this article, for the first time in August 2012, the MMEA’s CL-415MPs were used for firefighting operations. This was later increased to an average of three annual firefighting operations, including those overseas.

Following a widespread wildfire in the Sumatra forests of Indonesia between June 28, 2015, and October 29, 2015, MMEA assigned its forces and one of its aircraft to Indonesia to assist in tackling the fires. On Friday, October 9, 2015, a Bombardier CL-415MP with M71-02 s/n and an AS365N3 Dauphin 2 helicopter, both from

the MMEA together with an RMAF’s C-130 departed Subang International Airport, Kuala Lumpur, toward Sumatra to take part in the firefighting operations. The CL-415, capable of dropping 6,137 liters of water within 12 seconds, was used as a water bomber, while the AS365N3 was used for observation to locate the targets for the CL-415 pilots.

The M71-02, piloted by Lt. Cdr. Maritime Azizan Buang, carried out a total of ten water-bombing on the first day of operation at Sungai Lumpur, which is located in the southeast, 70 miles from Palembang on October 12. The next day on October 13, 13 more water bombings were carried out, and 78,000 liters of water were dropped within four hours and 40 minutes in an area of 20 square kilometers located 80 nautical miles southeast of Palembang both day and night. During all of the water bombing sorties, the MMEA’s Dauphin 2 was airborne,

The MMEA in addition to firefighting, is also responsible for search and rescue operations

The MMEA operates a fixed wing fleet that includes the Airbus Helicopters AS365 and the Leonardo AW-139

and its aircrew coordinated the CL-415MP pilots to have accurate hits of their water on the blaze. Until October 21, 176 water bombings were performed by the M71-02, during which one million liters of water were dropped in 36 36-hour flights over 157 square kilometers.

Following the massive wildfires in Malaysia in 2019, the two CL-415MPs again became involved in the operations to tackle them. They were deployed to Miri from August 15 to August 23, 2019, from where they performed several water bombing missions to tackle forest fires in Kuala Baram at the request of the Sarawak Government. A 1,248 hectares of peat swamp forest burned north of Sarawak, resulting in a strong haze. Thanks to the Baram River, located near the area affected by the fires, the CL-415MPs filled their tanks constantly. They increased the number of drops during each sortie. They only needed to fly briefly to scoop water in the South China Sea, which required longer flights.

Between 19 and 25 September 2019, one of the CL415MPs was once again deployed to Sri Aman Sarawak for an operation to help put out the fire area, which was estimated at 202 hectares. The firefighting operation was performed at the local fire department’s request, which could not control the forest fire in Sri Aman due to its location. The aircraft carried out the firefighting operations for six days, during which the aircraft performed water scooping at Sungai Batang Lupar, Kuching Sarawak.

In March 2020, a CL-415MP of the MMEA was again used to put out forest fires, this time in the Kuala Langat Selatan Forest Reserve. The operation was carried out in collaboration with the Malaysian Fire and Rescue Department (JBPM) and other agencies, such as the Civil Defense Force and the Rapid Squad, by the Selangor state government from March 1 to 5, 2020. The aircraft performed two sorties (flights) per day, each lasting about four hours, while during

the last day of operation, three sorties were performed. In the first three sorties, almost 30 water scooping were performed in Bukit Jugra River, located only 10 miles away from the fire zone, and a total of 162,000 liters of water was dropped in an area of 15,000 square feet under the control of Captain Suhaimi Abdul Kadir.

In August 2021, the MMEA again had one of its CL415MPs involved in another firefighting mission at Kuala Baram near Brunei. Located more than 1,300km from Subang airport, the home base of MMA’s aircraft and helicopters, the CL-415MP was again deployed to Miri International Airport. In a sortie performed on August 15, the plane dropped over 40,000 liters of water in a period of three hours at a 28-hectare peatland on fire.

The most recent forest fire in Malaysia that has had MMEA involved to extinguish it occurred in October 2023 at Sebana Cove-Punggai in Pengerang. The fire occurred near a petrochemical facility located near Singapore and over 300km from Kuala Lumpur, which made it necessary for the MMEA to deploy its aircraft to Johor Bahru International Airport near the fire zone. Instead of using helicopters for surveillance before the flight of the CL-415MP, the Fire and Rescue Department of Malaysia used a drone for this purpose. On October 11, the aircraft performed 18 water bombings over the area affected by fire and had it fully extinguished.

Future of the MMEA’s Air Division

MMEA is in the process of having its fleet of six helicopters and two CL-415MPs retired and replaced with new helicopters. In June 2022, the Malaysian government issued a tender to procure four brandnew utility helicopters to replace the current fleet of three A365N2s for use mainly in SAR and Maritime Patrol duties. The tender mentioned that the MMEA needed four super-medium helicopters weighing up to eight tonnes with a maximum flight endurance of five hours. Leonardo with AgustaWestland AW189 and Airbus Helicopters with H175 were said to be the main competitors for replacing the current MMEA’s helicopters.

The tender was planned to close in July 2022 but was extended several times. The tender’s requirements were later changed, and it was mentioned that the helicopter needed to be equipped with a FLIR turret, a Night Vision Goggles compatible cockpit, and a winch for rescue operations with a total value of no more than RM450 million MYR. Subsequently, Sikorsky with

S-92 and Airbus Helicopters with H-225 also became the other competitors. To allow procurement of the new helicopters, the Malaysian government decided to significantly increase the MMEA budget for fiscal year 2024 in October 2023. According to Malaysia’s Defence budget bill for 2024, the MMEA’s budget is RM621, significantly higher than RM240 MYR for 2023.

In addition to the plans to procure new helicopters, the Malaysian government has planned to procure two new maritime patrol aircraft to replace the two CL-415MPs. The future MPA of the MMEA will need more capability to land in the water and scoop, carry, and drop water. The MMEA has evaluated three options: Beechcraft 350 King

Air, SAAB 340MSA (Maritime Surveillance Aircraft), and Bombardier Dash 8-Q400 in 2023. As of December 2023, when this article was written, the future replacement for CL-415MPs had yet to be selected or ordered.

With the retirement of the two CL-415MPs in 2024 or 2025, the firefighting capabilities of the MMEA will be significantly reduced; however, with the procurement of AW189, H175, or H225 helicopters, the MMEA’s Air Division will use them for firefighting operations using equipping them with Bambi buckets. Currently, the helicopters of Malaysia’s Fire and Rescue Department, primarily the Mi-17s, use Bambi or other buckets for water