ALL OF AERIAL FIREFIGHTING
SUMMER 2019
LONG ROAD TO SUCCESS Veteran L.A. City Fire Pilot Dave Nordquist Retires
Pioneers of Firefighting in Argentina The CL-415 Simulator - A Safer Training Environment Balkan Area Governments Use Air Tractor AT-802s
March 2018 collective | 1
More Fight For Firefighters. The arsenal of aerial attack weapons for firefighters just got larger – and better. The Thrush 510G Switchback is FAA Certified – and soon it will be joined by the new 710P Fire Bird – the newest, most advanced firefighting aircraft in the industry. The Fire Bird features an electronically controlled, hydraulically actuated fire gate and—unlike other SEAT aircraft, a separate, mechanically actuated jettison system for added pilot safety. Best of all, it’s a Thrush. Which means it’s designed to climb faster, handle better, work harder and get you home safely each night. Because we believe whether you’re spraying row crops or battling wildfires, you deserve an aircraft that fights as hard as you do. For more information of the new 710P Fire Bird, or the new 510G Switchback, and how they can help you join the fire fight, visit us online, or call Eric Rojek at 229.789.0437.
Built the best, to fly the best. AF 2 | aerialfiremag.com
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With accurate GPS data, FireNav is an active tracking and guidance system for each aircraft involved in firefighting. Each pilot is able to constantly monitor the positions of all other aircraft involved in the operation (ATC). • FIRE/AREA MAPPING • DATA - LOGGING • TARGET LINES/POINTS -RECORDING • REAL-TIME DATA FROM AIRCRAFT TO AIRCRAFT -POST PROCESSING
A State-of-the-art guidance system for Drift Control designed to meet Mosquito Control Aerial Application specific requirements in the battle against field infestation. Using continuous weather data updates, we have been able to increase effiency for drift control during application. • COLOR MOVING MAP DISPLAY • DATA-INPUT CAN BE CUSTOMIZED FOR INDIVIDUAL MISSIONS
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In This Issue Volume 17 Number 2 | Summer 2019 10 Coulson Aviation and Australia’s New South Wales Government Secure Deal to Purchase Coulson Fireliner with 10 Year Operational Contract 13 Leonardo Eyes Enhanced Firefighting Configuration for its C-27J Aircraft to Expand Multirole Capabilities 14 Air Tractor Welcomes New Quality Control Manager
P.O. Box 850 • Perry, GA 31069 USA 475 Myrtle Field Rd. • Perry, GA 31069 USA PHONE: 478-987-2250 FAX: 478-352-0025 info@aerialfiremag.com • aerialfiremag.com PUBLISHER: Blue Sky Investments, Inc.
16 100th Set of Fire Boss Floats Delivered
MANAGING EDITOR: Graham Lavender - graham@aerialfiremag.com
18 Craig Jimenez Joins Air Tractor Board of Directors
EDITOR: Ryan Mason - ryan@aerialfiremag.com
20 The Cl-415 Simulator - A Safer Training Environment
ACCOUNTING/ADMINISTRATION: Casey Armstrong - casey@aerialfiremag.com
22 Father of SEAT Program GPS Inducted into Arizona Aviation Hall of Fame 24 Commissioner Franz, Senate Democrats Release Historic Wildfire and Forest Health Funding Bill 26 Air Tractor Releases 800th Aircraft in AT-802 Series 28 Dave Nordquist – A Long Road to Success 34 Balkan Area Governments Use Air Tractor AT-802s in Firefighting Efforts During 2019 Fires 37 Pioneers of Firefighting in Argentina
DISPLAY ADVERTISING: Ernie Eggler - ernie@aerialfiremag.com Melanie Woodley - melanie@aerialfiremag.com PRODUCTION: Deborah Freeman - deb@aerialfiremag.com CIRCULATION: Mary Jane Virden - maryjane@aerialfiremag.com
© Copyright 2019 AerialFire retains all rights for reproduction of any material submitted, to include but not limited to articles, photographs, emails and bulletin board posts. All material remain the copyright of AerialFire. No part of this publication may be reproduced, in part or whole, without the written consent of the publisher. Editorial published do not necessary reflect the views of the publisher. Content within AerialFire is believed to be true and accurate and the publisher does not assume responsibility for any errors or omissions. Unsolicited editorial manuscripts and photos are welcomed and encouraged. We cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Advertising deadline is 12 noon, on the 1st of the month preceding the month of publication. AerialFire (ISSN 1081-6496) Published quarterly by Blue Sky Investments, Inc., 475 Myrtle Field Road, Perry, GA 31069 for $19 USD for one year in the U.S.; International rates are $29 USD for one year.
ADVERTISER INDEX Ag-Nav, Inc. ..................................... 3,12 Air Tractor Inc....................................... 48 Energy & Weather Forecasting LLC.......... 19
In Every Issue of AerialFire Monthly Columns and Sections 05 The Drop | Ryan Mason
Fire Boss.............................................. 17 Frost Flying Inc. ................................... 15 Isolair.................................................. 12 Kawak Aviation Technologies.................. 43 Lane Aviation Inc.................................. 45 Thrush Aircraft Inc.................................. 2
42 From the FAA | James P. Neihoff
TracPlus Global..................................... 12
46 From the FAA | Dr. Michael Berry
Turbine Installations LLC........................ 17
Turbine Conversions LTD........................ 21
Valley Air Crafts.................................... 25 Wildfire Training Solutions Inc................ 25
Cover Image: An LA City Fire AW139 arrives for a PR event in California. Photo by Carl Heath.
AF 4 | aerialfiremag.com
THE DROP
Ryan Mason ryan@aerialfiremag.com
Welcome to AerialFire
As we continue to build the magazine subscriber base, you will see a much more active presence from us on social media through Facebook, Twitter, and Instagram,
Here we are into the second issue of AerialFire after breaking out as a separate publication from its sister publication, AgAir Update, due to reader demand for more aerial fire content. After more than 15 years as a section in the international agricultural aviation publication AgAir Update, branded as AirFire & Forestry, now is the birth of AerialFire. With the increase in aerial firefighting worldwide, a point was reached for AgAir Update’s aerial firefighting content to stand on its own. As mentioned in the first issue by Bill Lavender, publisher, the passing of the original editor of AirFire & Forestry (now AerialFire) Marc Mullis was a shock to all who knew him. I find it fitting to honor Marc and his many years of dedication to the industry that AirFire & Forestry’s name be retired with his passing. Like retiring the jersey of a beloved football player, AirFire and Forestry recognizes Marc’s legacy in the industry and AerialFire takes up where he left off. While it is impossible to fill the void left by Marc, we at AerialFire will do our best to continue to build a print and digital magazine that is not only respected, but remains the leading source of media coverage for the aerial firefighting industry. A magazine, in my opinion, is only as good as the people that read it. With that said, the AerialFire team wants to provide content you want to read. While AgAir Update and inherently AirFire & Forestry were once an offshoot born from the SEAT world, AerialFire aims to be a publication that draws from all aspects of the aerial firefighting industry providing a mix of content that covers all aircraft within the sector.
We cannot, however, effectively do that without input from the reader. I encourage you to tell us how we are doing and what you want to see more or less of; helping provide content from the industry that highlights both the highs and lows of aerial firefighting. As we continue to build the magazine subscriber base, you will see a more active presence from us on social media through Facebook, Twitter and Instagram. Become part of the discussion to help us build a vibrant online community that strives to learn from one another through shared experiences. If you do not receive our weekly news eEdition email, AerialFire’s weekly roundup eEdition of everything aerial firefighting related around the globe, visit aerialfiremag.com to sign up. Each week the eEdition provides news within the aerial firefighting industry and a link to the latest online version of the print magazine. I look forward to meeting some of you in the field and at upcoming events this year. Until the next issue,
agairupdate.com | A 5
Orange County California Sheriff’s “Duke 1” UH-1H departs an offsite landing. Photographer: Damon Duran.
A CH-47D attached to the California National Guard attaches a Bambi bucket to be slingloaded. Photographer: Michael Piper. AF 6 | aerialfiremag.com
AERIALFIRE PICS
A CALFIRE Grumman S-2t turns after a load drop after a multi-agency training event. Photographer: Cole Euken
Orange County Fire Authority’s UH-1H returns to fill a tank during the 2018 fire season. Photographer: Damon Duran aerialfiremag.com | AF 7
An AT-802 Fire Boss conducts a training run in the hills over Chico, California. Photographer: Michael Piper AF 8 | aerialfiremag.com
AERIALFIRE PICS aerialfiremag.com | AF 9
Coulson Aviation and Australia’s New South Wales Government Secure Deal to Purchase Coulson Fireliner with 10 Year Operational Contract VANCOUVER, BC—Coulson Aviation USA, a member of the Coulson Group, and New South Wales Rural Fire Service (NSW), have secured a deal in which NSW will purchase one Boeing 737 Fireliner and two Citation V Lead / Intelligence Aircraft. The purchases are accompanied by a ten-year operational contract where Coulson will provide all flight and maintenance personal. The B737 Fireliner is the first large air tanker ever purchased by a country, and its multi-role capability will be highlighted in this unique new operation. “When we started the B737 Fireliner program we set out to create a new generation of airtanker.” said Britton Coulson, Vice President of Aviation. “The goal was to utilize the latest SMART technology in our tanking system and create a multi-use firefighting aircraft that would create the best value for our customers.” In 2018 the B737 Fireliner was FAA Certified as an air tanker and passenger transport. The Fireliner packs 15,150 litres of fluid with unmatched performance in distance, speed and altitude while retaining the capability to transport up to 72 passengers. “We are honoured to have our Boeing 737 Fireliner and Citation V’s chosen by RFS to protect the beautiful state of New South Wales. Our C-130 Hercules fleet has supported RFS for several years along with our first B737 Fireliner during the 2018/2019 fire season. We see the
AF 10 | aerialfiremag.com
NSW government leading the industry with new creative solutions in protecting life and property. “said Wayne Coulson, President and CEO of the Coulson Group. Coulson has been operating under contract with the Australian National Aerial Firefighting Centre (NAFC) in Australia since 2000 and the 2018/2019 fire season marked the first year Coulson was the largest in country operator of Type 1 Rotary and Fixed Wing Aircraft. NSW RFS Acting Commissioner Rob Rogers said that the RFS had evaluated several different large and very large air tankers over recent fire seasons and had settled on the B737 Fireliner as the preferred option, operated by Canadian based Coulson Aviation. “This type of aircraft provides us with a fast, effective and flexible option for fighting fires year-round, and supporting firefighters on the ground,” Acting Commissioner Rogers said. Foster Coulson, Vice President Sales & Marketing, added “With this contract now in place, Coulson Aviation PTY will establish a year-round operation in NSW to support its contracts at the RAAF base in Richmond where the B737 Fireliner will be pre-positioned to support the RFS this coming July.
New South Wales, Australia New Owner of a 737 Fireliner
aerialfiremag.com | AF 11
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Leonardo Eyes Enhanced Firefighting Configuration for its C-27J Aircraft to Expand Multirole Capabilities •
Complementing its rugged and reliable capabilities in extreme conditions, the firefighting configuration will benefit C-27J customers • Humanitarian assistance and support in the event of natural disasters are the types of missions typically performed by tactical transport aircraft such as the versatile Leonardo C-27J Spartan • C-27J orders total 85 from 14 countries around the world The 16th Aerial Firefighting Europe event returns to Nimes, France, 19th & 20th March with a new entry, the C-27J in firefighting configuration. The C-27J firefighter with roll-on/roll-off Fire Attack System (FAS) made by Simplex Aerospace the world leader of advanced aerial application systems - represents an effective solution in airborne firefighting technology and capability. This enhanced firefighter configuration is a flexible solution, ideal for enhancing the capabilities of the C-27J multi-mission aircraft with significantly lower acquisition and operating costs than a dedicated firefighting platform. The Simplex Fire Attack System can be easily installed or removed by a small team in approximately 60-90 minutes via the aircraft’s rear loading ramp. No major structural modifications are required to the airframe. The main tank has a maximum capacity of 10,600 l (2,800 gal US). 568 l (150 gal US) of foam retardant can also be added. The firefighting system is one of the options that C-27J customers can add
to the C-27J Spartan new baseline configuration which incorporates a brand new avionics system designed to comply with Next Generation Air Traffic Control requirements, new cockpit control panels and LED aircraft lights. Operators will enjoy improved operational cost and performance within the aircraft flyaway price. The firefighting capability and the new baseline configuration are also being offered as a retrofit to current operators that want to upgrade their C-27J fleet. While offering the C-27J Firefighter with the Simplex Aerospace roll-on/roll-off Fire Attack System, Leonardo, in collaboration with the European SCODEV Consortium, is also studying and testing a further innovative solution to enhance the C-27J’s firefighting potential. The SCODEV scooping device willprovide increased operational flexibility by allowing the water tank to be filled from a stretch of water, without the need to return to base. The system will provide a scooping device for the safe loading of water (sea, lakes, rivers) from around 30m above the surface, with a roll-on / roll-off approach to allow the aircraft different roles between firefighting, emergency support (medevac) and transport. Eighty five C-27J Spartans have already been ordered by the Air Forces of Italy, Greece, Bulgaria, Lithuania, Romania, Slovakia, United States, Mexico, Australia, Peru, Kenya, Morocco, Chad and Zambia.
aerialfiremag.com | AF 13
Air Tractor Welcomes New Quality Control Manager
Manuel Vijarro, Director of Quality, Air Tractor, Inc.
AF 14 | aerialfiremag.com
Air Tractor, Inc. announced the recent addition of Manuel Vijarro as the company’s Director of Quality. He will lead Air Tractor’s quality assurance/quality control efforts encompassing raw materials and components sourcing, manufacturing and aircraft assembly processes. “Manuel brings a high level of experience and expertise to our quality control programs. We are quite pleased to have him here,” said Air Tractor President Jim Hirsch. “He will continue our company-wide efforts to assure even better and more consistent aircraft quality, better production efficiency, lower costs and higher customer satisfaction.” Mr. Vijarro’s duties include the overall management of the quality control department, interfacing and communicating with the Federal Aviation Administration (FAA), along with responsibilities of the Quality Manger of the FAA Certified Repair Station at Air Tractor. Vijarro will also perform internal audits, supplier audits, and support external audits to support Air Tractor Quality Systems. The company’s objective is zero defects—maintaining Air Tractor’s quality
standards while keeping aircraft production levels high. Vijarro brings more than eight years of experience working as a Quality Inspector to the job. He has worked in the aviation industry for 21 years. Vijarro has FAA DMIR Aircraft Certification Experience under 14 CFR Part 21, 14 CFR Part 23, ASTM Standards, and supplemental certificates, as well as PMA products and parts conformity experience. Prior to joining Air Tractor, Vijarro worked for Cub Crafters Inc., providing support to the Director of Quality to ensure all company products met FAA regulations and/or ASTM standards and Cub Crafters own internally developed conformity, quality and compliance standards. “I am pleased and excited to be here at Air Tractor. It’s the leader of its industry, and an employee-owned company with very high benchmarks for product quality and customer satisfaction,” Vijarro said. “Employees here at Air Tractor have a lot of pride in the work they do, and it shows in the finished airplane that rolls off the assembly line.”
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100th Set of Fire Boss Floats Delivered Mike Young, a Fire Boss Pilot for Air Spray, ready to test out the 100th Fire Boss.
AF 16 | aerialfiremag.com
Fire Boss, LLC delivered its 100th set of Fire Boss floats this month during an event held at their headquarters in South St. Paul, Minnesota. Accepting this milestone delivery was aerial firefighting operator, Air Spray USA, LTD based in Chico, California. “We are extremely proud of the property and lives saved with the Fire Boss. Over 15 years ago, we had an idea of making a smarter, faster and dependable SEAT (single engine air tanker). To deliver the 100th set surpasses any expectations we had at the beginning.” Said Bob Wiplinger, CEO of Wipaire, Inc. which owns Fire Boss, LLC. The Fire Boss is the product of an alliance between Air Tractor, the world’s leading
manufacturer of aerial spraying aircraft and Fire Boss, the innovator in aerial firefighting. Air Tractor makes the pre-installation modifications to the Pratt & Whitney PT6A-7F engine and to its AT-802F aircraft. Then, Fire Boss LLC completes the conversion, adding specialized Wipline water scooping floats. “Teams on the ground expect quick, reliable first strike capability and this demand influenced our decision to invest in the Fire Boss” Said Ravi Saip, General Manager for Air Spray USA Inc. “This is our 6th Fire Boss and it will be put into immediate service, supporting the Western and Central United States.” Fire Boss equipped aircraft currently operate in
North America, South America, Europe, Asia and Australia. In operation, the Fire Boss cost per gallon of dispersed water is 70% less than the CL-415 amphibious tanker and can be dispatched in as little as 5 minutes.
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Founded in 1967, Air Spray USA, LTD provides critical air tanker support to control wildfires and protect communities. It’s US location in Chico, California, operates six AT-802 aircraft with the Fire Boss system.
About Fire Boss LLC Fire Boss, LLC is the designer and manufacturer of the Fire Boss, a water scooping system that is exclusively installed on the Air Tractor AT-802. This system combines several airframe modifications, aircraft performance enhancers and a pair of Wipline 10,000 series amphibious floats that enable the AT-802 Single Engine Air Tanker to scoop up to 800 gallons in about 15 seconds. Over 100 Fire Boss systems are currently in operation throughout the world. Fire Boss, LLC is part of the Wipaire group of companies based in South St. Paul, Minnesota. Wipaire is the largest manufacturer of aircraft floats in the world, having built floats for aircraft ranging from 2-seat Piper Cubs up to the 21-seat Viking Twin Otter.
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Contact Stephen Johnson, Global Sales Director (651) 328-7667 or sjohnson@firebossllc.com aerialfiremag.com | AF 17
Craig Jimenez Joins Air Tractor Board of Directors
Craig Jimenez was elected to its board of directors at the April 10 shareholders meeting.
AF 18 | aerialfiremag.com
OLNEY, TEXAS—Air Tractor, the leading manufacturer of single-engine agriculture, firefighting and utility aircraft announced that Craig Jimenez was elected to its board of directors at the April 10 shareholders meeting. He will serve on the Governance/Compensation and Audit committees. Jimenez retired as President of OGE Energy Resources in 2012. He currently serves on the North Texas chapter board of the National Association of Corporate Directors and is an ERJ175 pilot for Envoy Air (AAG). Jimenez also has previously served on the boards of OGE Energy Resources, Angel Flight Inc., PWA Inc., EcoCentri LLC, National Energy Services Association, and the Oklahoma School of Science & Mathematics Foundation. He has chaired a variety of risk committees concerned with derivative securities, energy and environmental commodities, and aviation risk management. Jimenez has been a frequent presenter and author for a variety of energy, commodities, and risk venues. Former board member Gilles Ouimet retired from the Air Tractor board at the end of his term on April 10. Ouimet had retired as Chair of Pratt & Whitney Canada in 2004 and served on the Air Tractor board since 2011. Air Tractor President and Board Chairman Jim Hirsch thanked Ouimet for his outstanding service. “Gilles was instrumental to Air Tractor’s transition to turbine engines and brought very relevant expertise in aerospace manufacturing,” Hirsch said. “We look forward to Craig’s perspective from regulated industries such as energy and flight operations, as well as his practical approach to engineering and business risk management.” Nominating Committee Chair Jack Pfeffer added, “Gilles was a founding independent director and ongoing contributor at Air Tractor. The board has been fortunate that we have had the opportunity to plan his succession for two years. We are very pleased with the quality of candidates interviewed. We are looking forward to
Craig Jimenez
Craig’s contributions and his enthusiasm for our products, people, and customers.” Kristin Edwards, daughter of Air Tractor founder Leland Snow (1930-2011), said, “With Air Tractor’s continued growth into global and more diversified markets, we’ve recognized the benefits of having independent Board members with a wide range of expertise and business experience. Our outside Board members have provided significant guidance and direction to our company. We are sad to see Gilles go and wish him the best in his ‘second’ retirement. We are confident that Craig will bring fresh perspective and ideas to the group, and we look forward to working with him in the years to come.”
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aerialfiremag.com | AF 19
TRU Simulation + Training
The CL-415 Simulator - A Safer Training Environment by Jason J. Baker | Seaplanemagazine.com
Simulators offer a multitude of benefits, starting with reduced costs, increased safety and the ability to provide a higher quality of training in oneon-one settings.
AF 20 | aerialfiremag.com
In December of 2018 TRU Simulation + Training obtained EASA Level D Certification for its newest development, the CL-415 Full Flight Simulator. The unit is located at Ansett Aviation’s Training Center in Milano, Italy and busy with training future CL-415 crews while providing currency and re-Âcurrency training for existing crews. Recently increasing wild fire emergencies in Europe and the western U.S. have increased the need for aerial firefighting aircraft and pilots. The Viking CL-415 is the traditional player in the field and has provided much needed support to those who deal with those fires. Greece, Italy and Spain currently hold the biggest fleet sizes anywhere in the world with 164 units on the line and ready to go in case of disaster. Getting pilots up to speed on their procedures and flying skills historically required training
on the job while fighting actual fires, a rather hazardous undertaking, considering the level of complexity and stress on the crews in these conditions. Simulators offer a multitude of benefits, starting with reduced costs, increased safety and the ability to provide a higher quality of training in one-on-one settings, which allow to pause and discuss errors or improving techniques. Besides the difficult task of properly simulating the dynamics of water, the simulator allows for the simulation of four different shapes, intensities and levels/ranks of fire and further permits the practicing of water-scooping, landings and takeoffs as well as taxiing. TRU Simulation + Training had announced the Level D Sim which was created for Twin Otter pilots just a year ago. The product lineup is progressing more solidly into the seaplane world.
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John Goodwin, front left, and his family during his induction into the Arizona Aviation Hall of Fame.
Father of SEAT Program GPS Inducted into Arizona Aviation Hall of Fame John Goodwin an agricultural pilot and inventor from Casa Grande has been inducted into the Arizona Aviation Hall of Fame at the Pima Air and Space Museum.
AF 22 | aerialfiremag.com
CASA GRANDE — An agricultural pilot and inventor from Casa Grande has been inducted into the Arizona Aviation Hall of Fame at the Pima Air and Space Museum. John Goodwin, who worked for many years as a crop duster in the Casa Grande and Stanfield area, was surrounded by family April 27 as he was inducted. Born in a Bury St Edmunds nursing home in England in 1942, Goodwin invented the closed can opener system in 1977, which eliminated direct chemical exposure to pilots and employees when transferring chemicals from the sealed container into the airplane. This close system was sold all over the United States and protected chemical handlers while loading the aircraft, a biography provided by his son Sam Goodwin said. “No one has contributed more to agricultural aviation in the state of Arizona than John Goodwin. He has made crop dusting safer for operators and the public, he’s made it more efficient and more profitable,” Sam Goodwin said in the biography. “He’s an inventor, entrepreneur and most importantly he’s simply a great pilot.” John Goodwin attended Royal Colchester Grammar School in the 1950s and later went on to
the Essex Institute of Agriculture, where he earned a national diploma in agriculture. After college, he traveled to Northern California on an immigration visa and worked on area farms. “He learned to fly in 1965 in Lakeport, California, out of Lampson Field,” Sam Goodwin said. “Starting dusting crops in 1966 in a 125hp J3 Cub and later dusting grapes in Lodi, California.” Goodwin moved to Yuma in 1971 and was manager and pilot at Valley Sprayers, where he flew a Cessna Ag Wagon. In 1974, he began night flying on cotton. He went on to manage Arizona Airspray in Yuma from 1974 to 1977. He became managing partner and lead pilot at Custom Farm Service of Arizona from 1977 until 1996. “During that time period, he caravanned people during the great flood in Arizona of 1983, flying a Cessna 206 between Stanfield and Casa Grande,” Sam said. “John partnered with various people to help promote new technology in aviation using Custom Farm Service as the platform. Promoting and exploring the possibilities of float based single-engine air tankers: SEA Thrush (converting an ag plane into a fire suppression plane).” He was the co-founder and vice president
A plane flown by John Goodwin, John Goodwin’s portrait in the Arizona Aviation Hall of Fame.
of SATLOC GPS, one of the first non-military applications of Global Positioning Systems. “This company made multiple technology breakthroughs and aided in the future development of all GPS systems, including those for the military,” Sam said. “GPS systems are now the cornerstone of aviation navigation; GPS was first commercialized for use in civilian aviation in Arizona by John Goodwin.” In 1995, he invented the “dual hopper.” “This invention allowed the option for the ag aviation operators to carry two separate chemical loads simultaneously, thus reducing the number of takeoffs and landings, and shortening ferry distances. Operational expenses could be reduced and production per hour increased,” Sam said. “Eventually, Custom Farm Service became the second largest agriculture aviation operation in the state. He remained as a pilot and manager after the sale in 1996. Goodwin transitioned into being a pilot and worked in fire suppression beginning in 2001. He continued in that field until 2009, when he retired. “John was given the Allied Industry Award in
1987, then in 1994 he was presented with the Agrinaut Award and in 2003 was inducted into the National Agricultural Aviation Hall of Fame,” Sam said. “During his flying years, he flew numerous types of aircraft and logged many hours.” He is a longtime member of AOPA, past president of the Arizona Agriculture Aviation Association, member of the National Agriculture Aviation Association and served on numerous committees. The Arizona Aviation Hall of Fame at the Pima Air and Space Museum is a permanent shrine to noteworthy Arizona aviators who have played a role in or made a significant contribution to aviation history. Credit: Casa Grande Dispatch
aerialfiremag.com | AF 23
Commissioner Franz, Senate Democrats Release Historic Wildfire and Forest Health Funding Bill
New dedicated funding source for wildfire suppression and forest health
OLYMPIA – Commissioner of Public Lands Hilary Franz and Senate Democrats presented legislation to reduce Washington’s wildfire risk and create healthier forests. This groundbreaking proposal establishes a dedicated revenue source and raises $62.5 million annually to fund wildfire suppression and prevention. “Never before have our wildland firefighters had to ask for so much, but never before have we faced a wildfire crisis of this magnitude,” said Commissioner Franz. “In the face of this crisis, we need bold, forward-thinking investments to keep our forests healthy, our air clean, and our communities safe from fire.” “We’re seeing wildfires that are bigger and harder to contain, and we’re seeing them far more often,” said Sen. Kevin Van De Wege (D-Sequim), the sponsor of Senate Bill 5996. “What should have been beautiful skies over the Olympic Peninsula last summer were gray and overcast. The air around Puget Sound was so unhealthy, people had to stay indoors. In Eastern Washington, people lost homes and other valuable property. If we don’t take action now, this is what we can expect every summer in the years to come.” “Year after year, we rely on our state’s rainy day fund to reimburse catastrophic fire response. It’s time for the state to plan responsibly in order to protect communities and invest in healthy forests” said Sen. Christine Rolfes (D-Bainbridge), chair of the Senate Ways & Means Committee.
A Statewide Problem More than 2.2 million homes in Washington are exposed to wildfire. And wildfire suppression costs have averaged $153 million per year over the past five years. Suppression costs make up only 9 percent of the total costs of wildfires once lost business, infrastructure, habitat, timber, agriculture, disaster recovery, and health impacts are considered. Last year was the Department of Natural Resources’ busiest fire season ever. DNR, the state’s AF 24 | aerialfiremag.com
wildfire fighting agency, responded to more than 1,850 wildfires, and 440,000 acres burned across Washington. Forty percent of those fires were west of the Cascades. Already this month, our state has had 50 unseasonal wildfires, 49 of them in Western Washington, including one in Cowlitz County that forced the evacuation of about 90 homes.
Funding Source Has Wildfire Nexus Dedicated funding comes from increasing the tax on insurance premiums for property and casualty insurance from 2 percent to 2.52 percent. This 0.52 percent increase is approximately $5 per $1,000 of property and casualty insurance premiums. This will generate $62.5 million annually for wildfire suppression and prevention. Revenues will be deposited into a new account, the Wildfire Prevention and Suppression Account. “The question is whether we pay now to be proactive and protect our communities or whether we pay higher costs later when our forests burn and our air is filled with smoke,” said Commissioner Franz. “We are anxious to see the bill as it comes over from the Senate. We agree that there is a need to make significant investments to prevent wildfires and to help communities across the state that bear the cost of responding quickly to wildfires,” said Rep. June Robinson, D-Everett, vice-chair of the House Appropriations Committee. “Every year we are faced with finding money in our state budget to cover the cost of wildfires, which are increasing, and this would provide dedicated funding to help reduce wildfires and the impacts that these fires have on forests, communities, and public health.” “Thirteen years on a National Incident Management Team and 10 years as a Fire Chief in North Central Washington have given me a clear perspective of the devastation caused by wildfire,” said Mike Burnett, Chief (Ret.), Chelan Fire District 1. “I strongly support the proactive approach of treating forests to assist with the
management of wildfire; healthier, thinned forests allow for more suppression opportunities. We also need the personnel and resources to enable a quicker and more effective response.”
Funding Priorities At the start of the legislative session, DNR laid out budget priorities to accomplish the following: • Fully fund the Wildland Fire Protection 10Year Strategic Plan, which focuses on fire suppression, preparedness, and prevention. • Fully fund the 20-Year Forest Health Strategic Plan, which targets 1.25 million acres of federal, state, tribal, and private forest for intensive restoration through selective thinning and prescribed burns. • Create a dedicated funding source for wildfire suppression and prevention. • Provide additional resources for wildfire suppression.
For the current legislative session, the wildland fire protection plan funding requests include two additional helicopters, 30 new full-time firefighters, more specialized firefighter training, the expansion of camp crews, and community outreach specialists throughout the state to help educate residents about how to prevent wildfires and protect their neighborhoods.
Restoring Forest Health More than 2.7 million acres of Eastern Washington forests are in poor health, leaving them vulnerable to wildfires. A recent study found that every $1 spent on forest rehabilitation saves $1.45 in firefighting costs and creates $5.70 in economic activity. Actively managing forests restores them to a more natural and resilient state, reducing wildfire risk and creating jobs in rural economies.
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Air Tractor Releases 800th Aircraft in AT-802 Series Michael Hutchins of Custom Air, Inc. in Roe, Arkansas is the new owner of 802A-800.
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Olney, Texas aircraft manufacturer Air Tractor, Inc. passed a major production milestone with the recent delivery of the 800th aircraft in the AT-802 series. The 800-gallon capacity airplane, Air Tractor’s largest, took off from Air Tractor on a northeast heading toward its new home in Arkansas to work as a single engine air tanker. The airplane sale was facilitated by long time Air Tractor dealer Lane Aviation. Michael Hutchins of Custom Air, Inc. in Roe, Arkansas is the new owner of 802A-800. Hutchins already operates four other Air Tractor 802 aircraft, two to fight wildfires and two for agricultural application. The new 802 will replace his oldest AT-802F airplane. Logan Lane accompanied Hutchins to Olney to pick up the bright red and white airplane.
“The first AT-802 I purchased went to work in 2010, I still own it, and its serial number is 102,” Hutchins said. “So, purchasing the 800th AT-802 definitely attests to the durability and longevity of the aircraft. The AT-802 gives me the perfect balance to accomplish anything I need to do, from fighting fires to working in rice country.” Seeing the 800th AT-802 going to a longtime customer via a longtime dealer is exciting to see for the manufacturer, said Jim Hirsch, president of Air Tractor. “We are always excited when we hit a major production milestone,” Hirsch said. “The 800gallon capacity AT-802 series has become one of Air Tractor’s best-selling airplanes. Since it was introduced 26 years ago, the airplane has established itself as the most productive and
reliable platform for many uses.� The 802 series is known for its versatility and efficiency. It can be adapted for agricultural application, firefighting operations, as well as other specialty uses. The AT-802 can operate from small airports and relatively short runways for quick ferry time allowing operators to operate at high capacity even in the most rural or remote locations. Production of AT-802 series aircraft began in 1993, with two models: the AT-802, 2-seat single engine air tanker for aerial firefighting, and the AT-802A, a single-seat airplane for high production agricultural spraying. Both models have proven adaptability in aerial application of ag products, aerial firefighting, and other special mission operations. Air Tractor designed the AT-802 specifically for aerial firefighting and initial attack with guidance from forestry and firefighting professionals. The airframe was based on the 500- gallon AT-503A with a dual cockpit in tandem configuration. Air Tractor founder Leland Snow worked with a young engineer named Victor Trotter, who is now president of Trotter Controls, to develop and patent the world’s most advanced computerized, constant flow fire gate. The aircraft proved capable of working fires from remote strips, carrying an 800-gallon load, and it had the reliability of a
PT6A turbo-prop engine and easy maintenance of a new airframe. Today, the AT-802F is a respected name in the aerial firefighting community. Not long after the completion of the AT-802F, Snow made the decision to adapt the aircraft for agricultural use. At that time, the standard for the ag industry was 300 and 400-gallon planes, and the AT-502 was only a few years into production. Though some people were skeptical that an 800-gallon ag plane with a 16,000 pound gross weight would find a place in the aerial application market as many thought it was just too big, Snow swapped the tandem cockpit for a single-seat cockpit, added spray plumbing and booms, and designated it the AT-802A. This model was the first in the series to receive its FAA Type Certificate in December 1992, and the first AT-802A was purchased by Dan Kubecka of Kubecka Flying Service in Edna, Texas. Hirsch added that making the bold move to create this large and powerful agricultural application aircraft turned out to be a great decision for Air Tractor, as many ag operators soon followed Kubecka and ordered the AT-802A. The 800-gallon hopper, 200 mph ferry speed, and the productivity of the AT-802A allowed many operators to reduce their number of planes and pilots and become much more efficient.
L-R: Air Tractor Sales Coordinator Chris Lockhart; Michael Hutchins, Custom Air, Inc.; Logan Lane of Lane Aviation; Air Tractor President Jim Hirsch
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LONG ROAD TO SUCCESS
Veteran L.A. City Fire pilot Dave Nordquist retires by Ryan Mason Photos by Carl Heath, Ryan Mason and Dave Nordquist
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Like many in the aviation field, Dave Nordquist’s passion for aviation started at an early age. At age five, Nordquist was given his first taste of flight in October of 1966 by his aviator uncle, Bill Clutterham, a former WWII B-17 air/sea rescue pilot who flew missions in the pacific in WWII in the United States Air Force before becoming a firefighter. His first flight, coincidentally taking place from the same airport that he would later in life be stationed at during his career. Nordquist was hooked from that point on and would frequently tag along on rides growing up with his cousins who also became pilots, becoming in his own words “very comfortable at the controls of a Cessna” by the time he was in his early teens.
In 1976 at the age of 15, Nordquist decided to start taking flying lessons, to finance that, he took a job at Van Nuys Airport as an aircraft refueller, soaking up every piece of aviation knowledge he could in the process. Beginning his training with Scott Dweck, who would go on to be a mentor. “I would listen in on what instructors were telling their students in an effort to learn anything I could about flying while I was fueling a plane.” Just a year later, Nordquist’s dream to be a pilot started to take shape as he soloed an aircraft on his 16th birthday, followed by gaining his private pilot certificate at the age of 17, his instrument rating at 18, adding his commercial fixed wing rating by age 19.
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By his own admission, Nordquist was not strong in academics and although a solid aviator, he found himself not challenged by his schooling. Quickly bored by school, he said he never really applied himself to his studies even though with the hindsight of age and experience, he now knows he should have. Upon graduating high school, he quickly realized that to become a commercial pilot, he would need a degree, and while lacking a permanent direction, he began taking classes at junior college to continue working towards his goal slowly. Around the same time, his uncle and father, who were both firefighters at the Los Angeles City Fire Department encouraged him to become a firefighter. At the time, Nordquist couldn’t imagine a career that didn’t involve him flying, telling his uncle and father “I don’t really want to be a fireman, I want to be a pilot.” Shortly after this conversation took place, his father while sitting at the kitchen table reading the paper showed him a newspaper headline stating that eastern airlines were now in the process of furloughing 400 pilots and said: “Don’t you want a job that’s a little more stable?” At the age of 19, Nordquist responded to his father “I don’t care, I will just go get another job” stating in hindsight – that is how his teenage brain saw things. He considered himself at the time somewhat of a “scatterbrained” kid. Reflecting that he was always good in the cockpit, good mechanically, loved working on cars and still restores cars as a hobby today – but at the time, rated himself as “not academically or financially the sharpest knife in the drawer.” So, while still trying to find his way, and half wanting to satisfy his family wishes, he filled out an interest card with the Los Angeles City Fire Department. Also entertaining other career paths, like visiting the control tower at Van Nuys airport to speak with an air traffic controller to find out what it would take for him to be an air traffic controller. Even visiting military recruiters as he tried to find a place to fit in and find a firm direction by putting out feelers into many fields looking to see which stuck. As fate would have it, the fire department was the first to act on his interest, so before he knew it, he had graduated fire training and was working as a firefighter in his early 20s, soon after meeting and marrying his wife and having several children. Although marrying and having a family was not AF 30 | aerialfiremag.com
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On page 29: An L.A. City Fire AW139 arrives at a PR event in California. Page 29 Inset: Nordquist was first bitten by the flight bug in 1966 as a passenger in his uncles plane. On page 31: Fire 5, one of Los Angeles City Fire’s five AW139’s lands at LAPD’s Hooper Heliport. Page 31 inset: Dave Nordquist pilots one of the agencies Bell 412 helicopters. On this page: Nordquist (pictured here at the controls of the AW139, recalls the Woolsey fire in 2018 as one of his career highlights.
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a downside, Nordquist like many others before him in aviation found that his flying soon had to take a backseat to his career and family life and the responsibilities that went with it. Before he knew it, although his passion for aviation never subsided, he had not sat in the cockpit for nearly ten years. In the early 1990s, the opportunity to fly again presented itself, thankfully for Nordquist, his responsibilities were at a point where he was able to return to the cockpit. He gained his instructor rating and soon after joined the California branch of the Civil Air Patrol which in turn, led to an instructor role flying for the Navy flying club at Point Mugu in the venerable T-34 Mentor which he recalls as a fun time in his career. It was at this point Nordquist’s passion finally began paying for itself, even leaving a little aside for a rainy day instead of costing him money as it had for a great deal of his earlier flying. That rainy-day fund would soon find use when he ran into an old friend and fellow firefighter, Scott Bowman, who was now part Los Angeles City Fire Department aviation unit. He encouraged Nordquist to pursue adding a helicopter rating as he correctly predicted there would be a spot opening in the next few years in the highly soughtafter position within the aviation unit. Thinking there was no way his wife would agree to the substantial investment in gaining another aviation rating with the slim chance of obtaining a position within the agencies air operations, Nordquist pitched the idea to his wife who, to his surprise encouraged him wholeheartedly to pursue it. This was the beginning of a difficult path, as he turned down overtime shifts at the fire department to sit at the airport praying for a student to walk through the door so he could continue to finance his next rating, which he said worked out for the best as he reflects on his nearly 39 year career. In April of 2004, all the hard work paid off as he was moved into the department’s air support unit. But the transition into air operations was set to be a rocky one for Nordquist filled with bumps in the road that had never occurred with any other firefighting pilot on the unit before or after him. For the next several years as he embarked on what is likely the most non-traditional method of being onboarded and trained for a pilot position. As part of the process, Nordquist had to take a demotion from engineer to firefighter. This at
the time, was the only way he could onboard as a pilot trainee. Further complicated due to another instructor and student pilot crashing the departments only training helicopter, a Bell 206B, which left him with no training helicopter to train as a pilot for the agency in. Politics in city government led to an even more extended training period due to the current fire chief at the time refusing to authorize funding to replace the training helicopter, leaving Nordquist somewhat in limbo without an aircraft to train in, instead, filling his time as the head crew chief in the back seat. Nordquist, however, took the setback in his stride and bided his time until the opportunity surfaced to finish his training. Adding a frustrating situation was the impending arrival of the first of five Leonardo AW139 firefighting helicopters – the first agency in the United States to use that aircraft type for firefighting missions. Yet, at the time, Nordquist was unable to train on the new helicopters as he had not yet completed his initial training phase and had no means to do so due to the only training helicopter now being written off after the accident. Nordquist noted an interesting aside during training. Uniquely, he found himself as one of the agencies two pilots qualified as CFII’s. Being that the AW139 required that all pilots held an instrument rating, before his transition into actual fire pilot status- he was training more senior pilots. Even though he at the time was still technically a trainee pilot within the agency, all before he was actually qualified to fly fires for the agency, despite hundreds of hours as an instructor. Help was finally received from the Los Angeles Police Department to complete Nordquist’s training in 2006, who at the time had a single remaining OH-58 still used as a training helicopter which Nordquist was then able to fly until transitioning back into the city-owned Bell 206L3 to complete all department requirements for him to be an operational pilot. At the time, Nordquist was told the helicopter would “never be used as a training helicopter” under the old administration. This thankfully changed after a leadership change as he was granted his wings in 2007, having been the only pilot in the agency to have gone through this very non-traditional method of gaining flight status in the agency’s history. What followed for Nordquist was many months of additional training, learning to fly the agency’s Bell 412. Flying that aircraft for a year until
gaining a type rating on the agencies AW139 helicopter. Which within weeks of obtaining the necessary certifications and flight time, saw Nordquist assist the agency on one of the most significant fires in the agency’s history at the time. The Sayre fire burned over eleven thousand acres and destroyed more than 600 structures in the LA area that Nordquist refers to as his “literal baptism of fire” entrance into operational aerial firefighting missions. Although during his nearly fifteen years of flying for the department where he accumulated more than 4200 flight hours of his over 6000 total flying hours in helicopters, his most memorable flight was to occur in the last few months before retirement. In a video shot by Nordquist’s in cockpit camera that went viral, he and a co-pilot conducted hilltop rescue of three people and two dogs during the catastrophic Woolsley fire on Castro Peak in the hills above Malibu on November 9th, 2018. With Nordquist at the controls and Joel Smith in the co-pilot seat, the pair had just completed a water drop when they were asked to conduct the rescue. In cockpit audio captured by the in-cockpit camera, the severity of the situation was evident. “This is rapidly becoming very ugly,” Nordquist says as he brings the AW139 into land among bushes on Castro Peak. “Yeah, it is,” Smith responds. Once on the ground, Nordquist’s co-pilot exited the helicopter to retrieve the three victims and two dogs, one of which required some coaxing as flames and smoke began to worsen. In a release from the Los Angeles County Fire Department, both Nordquist and Smith were commended on a job well done
during the mission that ultimately resulted in the saving of several lives that may have become an additional toll to the 84 lives lost during that and other surrounding fires during that period. “Pilot Nordquist and Pilot Smith fully exemplified the core values of the Los Angeles Fire Department; Service, Professionalism, Integrity, Respect, Innovation, and Trust,” Stewart said. “Their professionalism, technical expertise, and complete dedication to their mission was directly responsible for saving the lives of three people and two dogs.” Although his career is filled with many triumphs from the hundreds of rescue calls that he has been a part of - that Nordquist refers to as the agency’s “bread and butter.” He still values the ability to impart his knowledge on younger pilots coming into the agency as one of his favorite parts of his nearly 39 years with the agency that helped form their flying abilities and giving them the skills to do their job in the safest way possible. Nordquist looks back fondly on the many mentors that made a difference in his career; Glenn Smith, Rickey Wheeler, Phil Clark, Jeff Moir, Scot Davison, Dale Gant, Ken Obi and Peter Lowry and hopes that one day some of the pilots he helped look back fondly on his input as being something that had a positive impact on their careers as his mentors did with his over his decades of service to the people of Los Angeles. While Nordquist will miss flying with his agency, he noted that he doesn’t think his flying days are quite over yet and that he may continue flying in the near future, although he does not have any firm plans just yet and plans to enjoy retirement a little more with his wife and family first. aerialfiremag.com | AF 33
Balkan Area Governments Use Air Tractor AT-802s in Firefighting Efforts During 2019 Fires by Igor Bozinovski
This year preparations of Balkan governments for the summer firefighting season 2019 again saw local Air Tractor AT-802 operators cooperating with Valencia, Spain-based Air Tractor Europe, and Avialsa T-35, supplying logistics and support services for Texas-based Air Tractor Inc. and its aircraft in Europe, Africa, and the Middle East. The Republic of Croatia, the biggest operator of AT-802s in the Balkans, started the year by signing two strategic, logistical support agreements with Air Tractor Europe and allowing for the Croatian Ministry of Defence to provide the Croatian Air Force (Hrvatsko Ratno Zrakoplovstvo, HRZ) with maintenance services and access to aircraft components and systems, spare parts, consumables and technical documentation. In a follow-on development, the Spanish companies were asked to assist in the execution of a Service Bulletin (SB) relating to Hartzell Propeller Service products that required urgent attention affecting four of the service’s HRZ AT-802 planes. With the service bulletin work completed AF 34 | aerialfiremag.com
quickly, the aircraft fleet was able to return to service just as the firefighting season began in the Croatian summer season. Meanwhile, in preparation for the firefighting effort, HRZ executed an extraordinary training exercise in close coordination with the Croatian Navy (Hrvatska Ratna Mornarica, HRM.) The task consisted of recovering a single-seat AT-802A Fire Boss aircraft that simulated an emergency landing in the Adriatic Sea on April 2, 2019. In neighboring Montenegro, the activities of both Spanish companies focused on the execution of annual inspections and the overhaul of a Hartzell HC-B5MA-3DM propeller on one of nation’s three AT-802s. The aircraft, a single-seat AT-802A, registered 4O-EAB, was transferred to Avialsa T-35’s Part 145 Maintenance Repair and Overhaul (MRO) organization in Valencia early in April of this year. While in Spain, the aircraft also received first class maintenance focusing on the overhaul of the aircraft’s Goodrich starter generator in addition to calibration of the Np, Ng, Engine oil Temperature
Left: A Croatian AT802 being towed by a military vessel. Bottom: One of Croatia’s fleet of AT-802 Fire Bosses is unloaded for the season.
and Pressure, and Torque indicators. Following the performance of maintenance, the aircraft returned to Montenegro where wildfires were already active, becoming a welcome addition to the Podgorica-based Montenegrin Ministry of Interior’s fleet that already had several helicopters in place as part of the nations firefighting effort. Macedonia, just like the other two former Yugoslav nations, also relied heavily on services provided by Avialsa in the months leading up to the 2019 fire season, completing annual inspections of the Protection and Rescue Directorate (PRD) AT-802A Fire Boss fleet. Avialsa pilots then ferried Macedonia’s three aircraft back to their home base at Skopje-Petrovec airport, where just days later, they returned to aerial firefighting, assisting in efforts fighting wildfires that threatened a large portion of the small Balkan nation. Macedonia’s AT-802s completed a total of 120 aerial firefighting flights executed over twenty-five days in March, dropping more than 300,000 liters (almost 80,000 gallons) of water and retardant foam on raging wildfires at Skopska Crna Gora and the Galicica mountains as well as on various locations around the cities of Kumanovo, Kriva
Palanka, Ohrid, Bitola, Delčevo and Kruševo. Availsa also provides training services by way of a dedicated AT-802 A12 FTD Level 2 simulator available at the Avialsa Approved Training Organization (ATO) E-ATO-245 located at Paterna, near Valencia, Spain. The three Balkan nations are currently operating a fleet of twelve Air Tractors AT-802s with the Croatian Air Force’s dedicated 855 Firefighting squadron operating six Air Tractor AT802’s, a single twin-seat AT-802, twin-seat AT-802 Fire Boss amphibian, and four single-seat AT-802A Fire Boss amphibians. The Montenegrin Ministry of Interior operates a pair of single-seat AT-802As and a twin-seat Air Tractor AT-802 while Macedonia’s PRD operates three amphibian-configured single-seat AT-802A Fire Bosses. With a water capacity of over 3,100 liters (792 Gallons), the Air Tractor AT-802 has become a valuable asset for many small countries in Europe. Apart from Montenegro, some 80 firefighting AT802s are now in regular use in aerial firefighting missions in Spain, Portugal, France, Italy, Croatia, Macedonia, Cyprus, and Israel.
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Pioneers of Firefighting in Argentina by Ivan Parra
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Aerial firefighting in Argentina started in 1991 in Córdoba province. The government in the 1990s flew two Cessna C-188 aircraft initially tasked for aerial mosquito control. Government pilots, Norberto Cordeiro and Daniel Omar Caula realized the agencies Cessnas spent most of the time on the ground. The two started looking into aerial firefighting practices in Europe and the United States to make full use of the aircraft at their disposal and maximize their effectiveness.
AT-802 dumping water over a woodland fire; below are firefighters.
With support from the Cordoba government, the aircraft began assisting on fires in the mountainous terrain that was a popular tourist attraction frequented by many thousands of tourists each year. Cordeiro, Caula and Gustavo Brunetto, in addition to aerial mosquito treatment flights, also flew executives and medical evacuation flights for the provincial government as part of their mission profile. During their free time, when those flights were not needed, they began training on specific maneuvers for aerial firefighting. The first training fights began carefully; no one in the agency had a high level of experience in aerial firefighting missions. Both questioned how the aircraft would behave flying near the ground and in mountainous terrain using during a water drop. “The first discharges we made were at 450 feet above the ground,” said Gustavo. As soon as they realized the aircraft handled well during those maneuvers, they began training runs that focused on discharging accuracy. The Cessna 188s had an emergency dump gate, which was small, thus, taking 6-7 seconds for a complete discharge. After six months of practicing and analyzing, their confidence was such that they began working active fires in the mountain areas. The first problem the team faced was coordinating with firefighters on the ground. No one had spoken to the ground firefighters about aviation support for their wildland firefighting; thus, the firefighters on the ground felt that aircraft would steal their work and not augment and assist their efforts on the ground. “After some time, the firefighters realized that this was not the case, an aircraft arriving and deploying 500 liters of water after firefighters had been fighting the fire for six or seven hours, was salvation,” Gustavo explained. However, when the pilots and firefighters finally started to work together as a team, no one knew how the other operated. There were no procedures in place. Therefore, in 1994, the firefighting pilots went to a fire station to better understand how firefighters worked. At the same time, firefighters visited the airport with the same objective to understand how the aviation operation worked. From there, everything was about perfecting and coordinating as a team, but it wasn’t aerialfiremag.com | AF 37
Pilots attending the firefighting course at Falconer; Air Tractor AT-502 in the background.
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near the professionalism that was desired. “Even though we knew how to work as a team on the fire, we still missed many things. There were just a few airstrips were we could fly from, and those didn’t have water tanks. Government trucks had to supply us. We had to stop the aircraft and explain to the firefighters how to load the water into the aircraft. There were many issues; sometimes we didn’t even have the correct hoses couplings,” Gustavo said. In 1996, the Aeronautical Technical Directorate of the Government of Córdoba developed a side opening mechanical dump gate that replaced the original one on the Cessna C-188s. “Now, a full salvo only took three seconds,” Gustavo noted. In 2003, Governor José Manuel de la Sota, a staunch supporter of the aerial firefighting mission, bought the operation an Air Tractor AT502 to add to the fleet. Before with the C-188, they had to make drops no more than 15 feet above the ground. If the drops were made any higher, the water evaporated from the heat of the fire before it was effective. With the AT-502’s tank capacity being 1,800 liters, firefighting pilots would now be able to make drops at 30 feet above the ground, doubling
the safe altitude for making water drops. At the time the agency was anticipating delivery of the new Air Tractor, there were just a few ag-operators who had flown the AT-502 in Argentina. Help was sought out from operators Roberto Tomassoni and Omar Diaz, who traveled to Córdoba to speak to the agencies pilots about the aircraft and its operation. Before the aircraft was delivered, the government sent Gustavo to Orlando, Florida, in the United States where he attended a familiarization course for the AT-502 presented by SIMCOM simulators and training. Gustavo quickly adapted to the AT-502, “Back then, I had 500 hours in Turbo Commander and 400 hours in the Caravan with its PT6A engine and some crop dusting experience”. When the Air Tractor AT-502 arrived, crews began training and familiarization without a load in the mountains. After 3 to 4 hours becoming comfortable in the cockpit of the new plane, Gustavo decided to perform the first flight with a full load. What should have been a routine training flight turned into a real emergency. The World Rally was running nearby where training was being
With the AT502 capacity of 1.800 liters they were going to be able to do the deployments at 30 feet above the ground, which will guarantees more security.
conducted, and a car had crashed in Agua de Oro, La Cumbre. The vehicle caught fire, igniting brush in an area where there were over one hundred thousand spectators along the rally route. Gustavo jumped into action in what he recalls was a difficult flight. The wind blowing at 45 knots with Gustavo at the controls having never flown the aircraft loaded. He performed a few observations turns upon arrival at the fire to determine the best attack maneuver. He made his first low pass and salvoed the water. As soon as he did, the aircraft pitched up, Gustavo describing his shock as immediately being only able to see blue sky and no horizon. He raised up from the seat, hitting his helmet on the cockpit ceiling. “I went from dumping 500 liters to 2,000 liters of water,” he explained. “It was very different.” The water hit the fire, and he turned back to the base. “Firemen via radio told me it was a perfect hit and asked me for another dump. However, I was thinking about retiring and opening a drugstore, and at that moment, the situation terrified me,” Gustavo laughed. He completed the mission that day, and the fire was extinguished. With more training over the next several months, the pilots came to realize the AT-502 was perfect for their aerial firefighting missions. With the ongoing success of the AT-502, two years later, the Cordoba government added a second Air Tractor to the fleet outfitted with a hydraulic operated dump gate. In 2006, the government added its first Air Tractor AT-802 increasing its capabilities with a 3,000-liter tank. A year later the government sold their Cessna C-188s, purchasing a second AT-802. Cordoba’s aerial firefighting fleet now consists of an all Air Tractor fleet of two AT-802s and two AT-502s. When the aerial firefighting team incorporated a new pilot, they faced a quandary. After 14 years, no regulations governed their operation. There were no written procedures for reporting accidents and no insurance or law to protect the pilots and their crew. The team requested the Argentinian Air Force to create a license add-on for aerial firefighting. However, the Air Force didn’t have any experience in aerial firefighting operations, so they asked Gustavo and his team to establish the requirements, experience levels needed and provide information on the theoretical knowledge
required to acquire an aerial firefighting add-on. Gustavo and his team then went to work on providing the Air Force with the information they would need to create the new add-on. In the meantime, they wrote procedures, regulations, and standardizations for the aerial firefighting industry. Gustavo was one of the first pilots to acquire the newly created aerial firefighting add-on. “Anyone with more than ten years of experience aerial firefighting acquired the addon automatically,” he explained. The Air Force assigned two inspectors (Hipólito Molina Carranza and Eduardo Álvarez) to train with them and so they could then function as inspectors and check pilots to provide licensing for new firefighting pilots.
With the ongoing success of the AT-502, two years later, the Cordoba government added a second Air Tractor to the fleet outfitted with a hydraulic operated dump gate. For many years Cordoba was the only province with an aerial firefighting team. The National Firefighting Plan was created in 1996, which provided the necessary support to the remaining Argentine provinces with helicopters and a contracted aircraft. Not long ago the program acquired an AT-802 Fire Boss. The government of Córdoba is now evaluating the possibility of incorporating a Fire Boss aircraft into its fleet. Gustavo, who at that time the National Firefighting PLan was enacted, was the Air Work Chief of the Aeronautical Directorate of the Province of Córdoba, did not agree with using the Fire Boss aircraft. Not because he did not like the Fire Boss, but because he understood it would require specialized training to fly. Moreover, it aerialfiremag.com | AF 39
Firefighters assisting with loading the Air Tractor.
would be necessary to coordinate with the Coast Guard every time one was deployed to restrict access to lakes while the Fire Boss worked. “There were many things to consider before starting to work safely,” commented Gustavo. Finally, convinced it was time for a change, procedures to acquire the Fire Boss were initiated, but for political reasons, it was not until a year and a half ago the Government of Córdoba received its first Air Tractor Fire Boss AT-802. The Fire Boss was purchased along with a training package that provided theory, simulator practices, and real-time training in the aircraft. Three pilots from the team traveled to Spain to complete training. The AT-802 Fire Boss can operate both from land or bodies of water. The performance of the airplane varies greatly depending on the area of the fire. If near the fire zone (within 10 miles) where there is a lake for the AT-802 Fire Boss, it can make as many as five or six drops to one made by the AT-802. Gustavo Brunetto retired a year and a half ago as Head of Aerial Work for Cordoba. In his 30 years of experience as a pilot, he flew mosquito control, aerial firefighting, and executive flights. Gustavo was in the role of head of the aerial firefighting team for 17 years, also teaching for over 20 years in aeronautical studies, which he continues today. From its humble beginnings to the present, there are many improvements that the Cordoba aerial firefighting team has developed. Among
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them is a modernized fleet, and 22 airstrips from which it can operate around Argentina. Each has Australian water tanks with a capacity for 200,000 liters onsite. Learning from experience, each Argentinian fire station now has the necessary hose couplings needed for loading water on an aircraft, and both firefighters and pilots are trained to work safely and in teams. Gustavo recommends to any aspiring pilot that set a goal to become aerial firefighting pilots that they should aim to join aerial firefighting teams that meet ANAC requirements for license addons. He also suggests attending an ag pilot course to get used to flying close to the ground and developing the skills needed for aerial firefighting operations. Currently, one of the schools that conducts an aerial firefighting course is Falconer. In addition to being a flight school, Falconer is an official Air Tractor representative and partner with AeroGlobo (Brazil) and Lane Aviation (US). The theoretical and practical courses are conducted in Marcos Juarez, Córdoba. The academic portion is an intensive two days of the course. Professors of each subject have extensive experience and are directly involved in aerial firefighting. Gustavo provides instruction for “Logistics and Operational Techniques” and “Aircraft and Equipment,” both for airplanes. Meteorology is taught by Gerardo Barrera, Head of the Forecast Weather Office of Córdoba airport and professor of Meteorology as applied
to flight. Dr. Jorge Mestres, an aeronautical doctor, dictates the “Hygiene and First Aid” class. Gabriel Marcellini and Gustavo Del Rey teach “Logistics and Operative Techniques” and “Aircraft and Equipment,” both for helicopters. Santiago Pereyra, a Marcos Juarez firefighter, who has participated in several land deployments against fires in the mountains, teaches “Forest Fires” class. The Practical course is completed in a few days and consists of nine flight hours of aerial firefighting training, which three are in a unique ag aircraft, the IA-46 Ranquel made in Argentina, a general aviation tail dragger aircraft converted for aerial application. Falconer’s owner, Roberto Tomassoni, is an ag and firefighter pilot. The school was a project that he dreamed about from a young age and worked as a flight instructor. He saw the need to train pilots for ag application and firefighting, not only in Argentina but throughout Latin America. “It is an activity that grows day by day and will continue to grow. The lack of trained pilots is a problem,” Roberto explained.
Falconer’s owner, Roberto Tomassoni, is an ag and firefighter pilot. The school was a project that he dreamed about from a young age and worked as a flight instructor. That’s why Falconer; in addition to training commercial pilots, trains pilots for ag and aerial firefighting. Roberto emphasizes that Falconer students receive not only theoretical instruction but from the first day of training, they see the aircraft used and its equipment. “That is an added value that is very difficult to find in other schools,” Roberto states.
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FROM THE FAA James P. Niehoff
A Look at Suspected Unapproved Parts Even standard parts like these bolts can be easily counterfeited. Inspect using industry standards to ensure conformity.
The reality of unscrupulous people trying to dupe unsuspecting mechanics, owners, and/or operators into buying unapproved aircraft parts is very real, and the GA community needs to remain staunchly aware of these practices. Adding to this concern is the confusion when it comes to understanding the differences that exist among aeronautical parts. Despite a repeated history of lessons learned, the FAA continues to confront this issue and remains committed to advocating the importance of using approved parts.
Part and Parcel To better understand the issue, let’s start by explaining how aircraft parts are classified. There are three main categories: approved parts, unapproved parts, and suspected A 42 | agairupdate.com
unapproved parts. Approved parts: A part can be called “approved� if it has been produced in accordance with one of the following: type certificate (TC), supplemental type certificate (STC), parts manufacturing approval (PMA), technical standard order (TSO), owner produced parts, standard parts, or other process approved by the Administrator. Unapproved parts: These are parts that we know were not produced in accordance with any of the approved methods previously listed. These would include automotive parts, hardware store bolts, etc. Suspected Unapproved Parts (SUPs): These parts resemble approved aircraft parts, but they were not produced in accordance with an
approved method. This can also include parts that may have been approved but can no longer be traced to that approved method. For some additional context into the issues with SUPs, let’s expand on the acceptable methods used to deem a part “approved.”
Seal of Approval Type Certificate (TC): An aircraft manufacturer receives a TC from the FAA when it demonstrates that its newly designed aircraft meets all of the current aircraft certification rules. The FAA will issue a production certificate (PC) to a manufacturer when its established production demonstrates that each aircraft produced conforms to its TC, or type design. All parts and pieces associated with that aircraft are “FAA Approved.” Certification of aircraft by the FAA ensures that commercial and general aviation aircraft meet the highest safety standards, from initial design to retirement. Supplemental Type Certificate (STC): An STC is a TC issued when an applicant has received FAA approval to modify an aeronautical product from its original design. The STC, which incorporates the related TC by reference, approves not only the modification, but also how that modification affects the original design. In other words, to modify an aircraft from its original type design, you will need an STC. Think floats,
wing extensions, short takeoff and landing (STOL) kits, engine conversions, etc. Parts Manufacturer Approval (PMA): A PMA is a combined design and production approval for modification and replacement articles. It allows a manufacturer to produce and sell these articles for installation on type certificated products. FAA Orders 8110.42 and 8120.22 prescribe the approval procedures for FAA personnel and guides applicants in the approval process. An Approved Model Listing (AML), which should accompany a PMA, lists all of the aircraft on which that part is approved for use. The AML is your installation approval. Technical Standard Order (TSO): A TSO is a minimum performance standard for specific materials, parts, and appliances used on civil aircraft. A TSO authorization is authorization to manufacture a material, part, or appliance to a TSO standard. Receiving a TSO authorization is both a design and production approval. However, receiving a TSO authorization is not an approval to install and use the article in the aircraft. Rather, it just means that the article meets the specific TSO, and it authorizes the applicant to manufacture it. There are many current published TSOs. Think seat belts, life vests, emergency locator transmitters, airspeed indicators, etc. Owner-produced parts: This is a subject all on its own, so I won’t cover it in detail here. The FAA does make provisions in the regulations for aircraft owners to produce parts for
aerialfiremag.com | AF 43
The reality of unscrupulous people trying to dupe unsuspecting mechanics, owners, and/ or operators into buying unapproved aircraft parts is very real, so the GA community needs to remain staunchly aware of these practices.
installation on their own aircraft. However, you cannot produce in surplus and sell any parts made in this manner to other owners. This action would require a PMA or other FAA approval. See 14 CFR section 21.9(a) (5) & (6) and Advisory Circular (AC) 20-62E for additional information. There is also an article on owner-produced parts from the Jul/Aug 2002 issue of this magazine available here: https://adobe.ly/2Y2eB1j. Standard Parts: When you hear this term, you might be inclined to think of something simple, like regular nuts and bolts. In fact, other types of parts, as well as materials used to produce aviation parts, may fall under the “standard part” category. A standard part is a part or material that conforms to an established industry or U.S. governmentpublished specification. The FAA bases the acceptance of a standard part as an approved part on the certification standards used to design and produce that part (usually an independent established set of specifications and criteria.) Think Air Force/Navy (AN), Military Standard (MS), National Aerospace Standard (NAS), Society of Automotive Engineers (SAE), etc., to include nuts, bolts, hoses, plumbing lines and fittings, sheet metal, rivets, etc. Any other process approved by the Administrator: The bottom line here is that there should be a paper trail showing a connection to that FAA approval. Think field approval, etc.
Terms to Know Now that you have a better idea of the different types of aeronautical parts and what makes them officially “approved,” let’s talk about how to identify and report a SUP. The differences can be subtle. To help with the FAA’s ability to investigate as well as educate the aviation community on SUPs, the agency formed a SUP Program Office in 1995. The FAA’s Flight Standards Service (FS) assumed initial responsibility for the program, but in 2012 it was transferred to the Aircraft Certification Service (AIR). Today, the FAA’s Office of Audit and Evaluation processes all FAA Hotline complaints (more on that later) and forwards all SUP related reports to focal points in both AIR and FS for evaluation. These individuals then work together to properly classify the report and assign it for investigation, as determined by the details of the case. From the perspective of the SUP office, there AF 44 | aerialfiremag.com
seems to be a lot of confusion regarding SUPs. That’s understandable, because it is a nuanced issue. It also uses terminology that overlaps into other aspects of the aviation industry, making it hard to differentiate among those terms. Here are a few, real-world examples that illustrate some of this confusion: Use of Known Unapproved Parts: We received a report that identified the use of grade 8 hardware store bolts in place of approved standard aircraft hardware. This error was obvious and easy to spot; the reporter spelled out the issue and included numerous photos to document the error. The intentional use of known unapproved parts in place of approved aircraft parts is a case of “improper maintenance” and is not a SUP case. Ultimately, we assigned this case to the local Flight Standards District Office (FSDO) for investigation. Quality Escape: This term means that a production certificate holder makes an error and ships a part that does not conform to the type design. There may be a variety of reasons for this occurrence. For example, there may have been a missed step in the part’s manufacturing process, which was then missed by quality control. This is not a SUP case, but it gets immediate attention from the FAA’s Aircraft Certification personnel to identify and fix the problem. Approved Parts Installed in Unapproved Places: This is another instance of “improper maintenance” rather than a SUP case. When you install an approved part in the wrong place, it does not lose its classification as an approved part if it has not lost traceability to its approved roots. Counterfeit Parts: These are unapproved parts manufactured and sold without FAA approval. You should report them to the FAA as a SUP. There may be obvious, or not so obvious, visual clues to help you spot these parts. The FAA aggressively investigates these cases and works closely with the Office of Inspector General (OIG) and law enforcement officials to ensure proper adjudication. There are cases of this nature that have resulted in significant civil penalties and/or jail time for those involved.
Play Your Part As an aircraft owner, operator, or mechanic, you play an important role in ensuring the integrity of aeronautical products, especially when it comes to determining the quality, eligibility, and traceability of aircraft parts. One tool you can use to report
any instances of SUP is the FAA’s Hotline Program (hotline.faa.gov). The hotline is a national reporting system established to receive reports of potential unapproved parts entering the aviation system primarily at the supply and repair level of aircraft maintenance. You can also report SUP via mail, and the SUP Report form is available at faa.gov/aircraft/safety/ programs/sups. Please note that you can no longer report a SUP by phone. If the SUP office receives a hotline report that is ultimately classified as something other than a SUP, please don’t think it gets ignored or discarded. Instead, the SUP focal points evaluate each report, make the appropriate classification change, and recommend assignment to the appropriate FAA office. The FAA investigates all cases. An excellent resource for dealing with a potential SUP case is FAA Advisory Circular (AC) 21-29, Detecting and Reporting Suspected Unapproved Parts (see Learn More at the end of this article for a link). This AC provides detailed guidance on how to identify unapproved parts, as well as prevent the procurement, acceptance, and installation of such parts. It is important for all airmen to remain vigilant on this issue. If you identify a SUP, we are here to support you. So please send us a report.
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FROM THE FAA Dr. Michael Berry
Marijuana and Derivatives What are the Aeromedical Implications?
We need to understand much more before considering the use of marijuana and its derivatives for airman certificate holders.
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The Federal Air Surgeon’s office has received a number of inquiries about marijuana, due to the recent increase in the number of states around the country that have approved its use for medical and recreational purposes. Specifically, airmen are concerned about the safety of cannabidiol (CBD) oil use and how such use impacts an airman’s medical certificate. Be aware that federal law — not state law — governs FAA medical and pilot certification. First, we should note that commonly used terms within the context of marijuana can be confusing. The marijuana or cannabis plant contains more than 400 different chemicals and 60 cannabinoid compounds, all of which are absorbed when the whole leaf is smoked or ingested. The compound responsible for the euphoric, mindaltering effect is tetrahydrocannabinol (THC). Although the use of cannabis is legal for medical and/or recreational use in many states, the United States Drug Enforcement Agency (DEA) continues to classify the whole cannabis plant as a Schedule I controlled substance, which is defined as “drugs with no currently accepted medical use and a high potential for abuse.” The U.S. Department of Transportation (DOT) drug test includes THC, and its presence at defined levels constitutes a positive drug test. More recently, interest has grown in other compounds derived from the cannabis plant that may have positive health benefits, but without the mind-altering features of THC. One such compound being widely marketed is CBD oil. In 2018, the FDA announced the approval of Epidiolex (cannabidiol), purified pharmaceutical grade CBD extract from the cannabis plant, for the treatment of seizures associated with two rare and severe forms of epilepsy. As a FDA approved
medication, it is subject to strict quality control. In other words, you know what you are getting. Commercially available CBD, by contrast, is not regulated and may be contaminated with a variety of substances, most significantly, THC. Product labels are often inaccurate. Although most CBD products claim to have under 0.3-percent THC, they could contain high enough levels of THC to make a drug test positive. Use of CBD oil is not accepted as an affirmative defense against a positive drug test. Furthermore, despite legalization in some states, it remains uncertain whether marijuana has therapeutic benefits that outweigh its health risks. There is evidence that marijuana adversely affects brain function both acutely and chronically, especially in younger individuals. It is generally agreed that currently available marijuana products are more potent than those used in older research, which casts doubt on the reliability of that research. We need to understand much more before considering the use of marijuana and its derivatives for airman certificate holders. Please also be aware that no special issuances have been granted for conditions treated with medical marijuana. Dr. Michael Berry received an M.D. from the University of Texas Southwestern Medical School, and an M.S. in Preventive Medicine from Ohio State University. He is certified by the American Board of Preventive Medicine in Aerospace Medicine. He served as an FAA Senior Aviation Medical Examiner and Vice-President of Preventive and Aerospace Medicine Consultants for 25 years before joining the FAA. He also served as both a U.S. Air Force and NASA flight surgeon.
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C O N F E R E N C E • E X H I B I T I O N • AWA R D S • L I V E D E M O S • S TAT I C D I S P L AY
MICHAEL YOUNG Chief SEAT Pilot
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FIRE FLYER. Mike flies to save lives. He flew the A-10 protecting soldiers in Iraq. Today Mike Young safeguards the crews on the fire line. He works with military precision and the best equipment he can get. Mike knows what’s at stake. And so do we. See what we mean:
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