CFPA News Good Job Jimmy !!!

CFPA Sept. NEWS 2012

The California Fire Pilots Association newsletter

another day out at GOO .(ph Jimmy Ferreira) News Good Job Jimmy

Fire Captain Dan Hickey The Fed side by Dean O’Talley Safety : Retardant Milestones

Firewatch Cobras Ukiah AAB C-119 from Hawkins & Powers.(coll Tom Janney) An Airtanker history overview Hercules airtankers

N°3/2012 September 2012 Good infos...

http://wildfirelessons.net/documents/Two_ More_Chains_Summer_2012.pdf

http:// www. wildfirelessons.net

S-2A drop (photo via Santa Rosa AAB).

World Wild Web Tankers videos...

P-3 Orion retrofited : http://www.youtube.com/watch?v=rNjb30nljpA&feature=youtube_gdata_player

Public Relations at Santa Rosa, Bob and Dan do the show : http://www.youtube.com/watch?feature=player_embedded&v=NYo2YmdsO_k

Canadair over Spain : http://wildfiretoday.com/2012/01/17/video-aerial-firefighting-in-europe/

Scott Fire near Ukiah : http://wildfiretoday.com/2012/09/10/excellent-video-of-air-tankers-on-scotts-fire/

onoma Air Attack Base : BC Chris Avina is moving on to a new assignment in Sacramento. Thanks Chris! It was an Remember S honor and a privilege to fly AA140 with you in 07, 08. All the best for your new position. Keep in touch! Jerome

9-11

▲ 2012 Sonoma FireHogs.

Editor : Jerome Laval / Graphic Design : Cyril Defever Please forward your pictures and articles to: [email protected]

2 CFPA news Good Job Jimmy !!!

September 2012 3 FIRE CAPTAIN DAN Hickey

An interview of Calfire Fire Captain Dan Hickey, team work.” He admits. “I love the OV-10, incredible Rohnerville Air Attack Base. visibility, solid performances and good pilots. The Tandem seats Dan was born and raised in the create a different crew resource Sacramento area. He grew up management with the pilot enjoying hiking in the Sierras and (compared to side by side) but it’s all sorts of outdoors activities. When such a challenging and interesting he was 18, he enjoyed playing mission. I keep learning every flight, Football but he also took forestry every fire and hopefully I’m helping and fire classes in College where he the ground forces to keep fires small. obtained a degree in Forestry and a We have a unique view of the entire degree in Fire Technology. operation. In 1993 he got a seasonal Fire Fighter job for the… Eldorado National Forest. 2012: Busy season so far. He’s been bouncing all over He then joined USFS Hobart Hotshots where the State to fight fires in different areas (Ramona, he stayed for 8 years and climbed the ladder Hemet, Paso, Ukiah, Redding, Chico and Fortuna of to become a Squad Leader. He loved the gypsy course). lifestyle, the fraternity, and the travelling; he fought fire in 25 States greeting the challenges of different terrain, types of fuel, etc. He then wanted to be part of a Helitack Crew which happened in 2003 when he boarded Copter 514 at White Cloud in Tahoe National Forest. There, he worked as a Squad Leader, and a Captain. He joined Cal Fire in 2008 as Camp Captain at Parlin Fork Camp in Mendocino where he stayed 2 years. In 2010 he became an Engine Captain at Howard Forest Station where he also worked as Helitack

101 Relief/Air Attack 110 Relief Captain. (photo Cyril Defever). “I like Cal Fire’s Initial Attack concept. Very efficient “In the near future, there will be a shift; many experienced ATGS and Tanker pilots possibly retiring or promoting, thus bringing a challenging transition which might last several fire seasons…”. Besides Retardant use being questioned, one of his main concerns is Tanker’s industry’s immediate and long term future on the federal side.

Thanks Dan! Looking forward to fight fires with you.

Interview by Jerome

(photo Cyril Defever).

4 CFPA news The Fed side By Dean O. Talley

ounging around Redding brings one-day weekend aboard a gaff- leaving the mess to the recently back memories. The faces I rigged sloop, a replica spawned from activated National Guard. Lrecognize have more wrinkles a Van Gogh painting. Helena was on fire. The base wasn’t and the hair is thinner and gray. But All good things end. Just before quite on-line so we picked up that could be the mirror. Compared closing on a nice double-wide in the retardant in Billings and headed out. to the first twenty-eight years flying piney woods of north Florida and Approaching Helena we tuned the contracts in California for CDF and after finishing a deep-fried salad we ATIS. The winds stood out registering region five federal contracts, where were off to Colorado. thirty-nine gusting to forty-seven. leaping the state boundaries was an Our first stop was Jeffco, AKA Denver, The good news, it was only twenty anomaly, the last seven years as a then over the hill to Grand Junction. degrees off the runway heading. road-warrior broadened my horizons. Just south of “GJ” is another Forest We arrived with the air-attack and Right now it feels like I’m home. Service forest where retardant is not formulated a plan. The tanker base For the record I work for Minden Air welcome. We watched Forest Service was four miles from the fire and ready flying a P2. My contract started April trees burn working lightning starts to pump mud. We got our butt kicked first and we went to Texas. We spent on BLM grassland. It seems a group yet managed to put some retardant one memorable evening at a place called Forest Service Employees for on the ground and do good. called the Bee Hive. It’s a steak house Environmental Ethics, FSEEE, has Refreshing to do IA when it mattered and bar and boasts a fine meal. We sued the Forest Service regarding the and accomplish something. The next were entertained by a Truman Capote use of retardant on FS lands. It’s okay morning we could see the fire was clone; Monica, good for fantasies and on BLM, BIA, or state lands where out from the motel. Back to Billings. an excellent person; and her beau, an it is not an environmental hazard. Air Force C130 jock pretty impressed Curiously, FSEEEEEee, are not Forest Next time: bed bugs and dead with himself. Fortunately Texas Service Employees so I question the presidents. stopped burning last winter and ethics of their name. after a few days admiring the acres After bouncing back to Minden to of Blue Bell wildflowers carpeting make sure the wings weren’t going “Lost and Found” Abilene airport we were off to Lake to fall off we found ourselves back in Second book from Dean O. Talley City Florida. Jeffco where fire season had begun A fed tanker parked in Lake City in earnest. Fortunately the Forest The sea claims a careless soul, is pretty much a jobs program for Service was using retardant so we surrounded by a curious crowd, on a nice group of southern boys. went to work flying numerous days a stretch of grainy coral sand beach. Unfortunately it has just dawned on and hours on large fires to the north, Secrets have festered spawning hatred the various agencies responsibly for south, and west. We made friends and fear. fighting fire in Florida the state is a with some of our Canadian brethren In “Lost and Found,” the second book swamp, and the use of retardant in with their Convairs and birddogs. We of the Flyboys series, Charlie, Nancy, close proximity to water is anathema. found an interesting and reasonable Wallace, and Jorge hatch a daring plan to That’s bad if you fly an airtanker and place to stay in Boulder, the Outlook I help the diving community of their piece of paradise. The adventure takes a nasty have a work ethic. Fortunately I’m think it was. They hosted The Blues six turn when Charlie meets a man from flexible. nights a week; nice to unwind with a his past, the encounter loosing a fury of I spent the first days off going to cold beer and music after a long day. pent up paranoia and rage. Malignant Saint Augustine. Nice beaches, lots Boulder was interesting: walking forces will be marshaled to seek them of history, and a pirate museum. I trail on the creek, pedestrian friendly out and kill them. connected with a couple of my old outdoor downtown habituated Charlie Jones is the flyboy; Nancy Grant Coast Guard buddies trekking to by street entertainers; magicians, has great legs and a conscience; Wallace Saint Petersburg and Cedar Key. My acrobats on various bike derivatives, Clayton is doing penance; and Jorge will buddy Bob, recently retired from hawkers hawking, peddlers peddling, fight for the life he has built. They will North West Airlines, conducted the and college co-eds co-edding. need friends, a plan to survive, and to dig deep within to find courage and resolve. boat tour of Tampa Bay on another There was more music, the most They’ve done it before. day off. My other buddy Bob is now memorable, piano-playing street the wooden boat god of Cedar Key. people. Good places to eat and drink. Dean O. Talley I was introduced to the dolphin After several weeks, with Colorado population of Cedar Key on my next Springs ablaze, we left for Montana

September 2012 5 SAFETY by Patrick CALAMIA

uly 19th 2005. S2T pilot Patrick Calamia : “A strong 25kts “Mistral” (North wind equivalent to atrick Calamia is 54 years J old, a former fighter pilot Santa Ana) is blowing in south eastern part of France. Red alert is on and engines have been dispatched to Pin the French Air Force. He cover their response areas. Fire patrol Flight (Flight joined the Securite Civile in 1997 flying copilot on CL415 for three of 2 loaded S2T’s) have been flying all morning. I’m years and started flying S2T’s the flight Leader and we’re at the end of our fuel cycle in 2000. He had logged 1000 when we got diverted to the Taradeau Fire in the Var hours of S2T prior to the crash County. It’s Extended Attack and CL415 Scoopers are described here. already at work. Smoke is going west to east and the He still flies today as Securite fire is wind driven. The coordination airplane (Beech Civile’s S2T Squadron Chief Pilot. 200) is asking us to drop on the left flank. No hazards. We’re flying a right pattern. Both of us make a drop

that he watch out for it. Airspeed is stable, 120 kts, on final to make the drop, I notice with my peripheral vision that one tall pine tree is flaring up on my left, I add power and drop but I’m now engulfed in a thick smoke and loose sight of visual references for a second. When out of the smoke, I notice the top part of a pine tree straight ahead. Too late to avoid it. I hit it violently, airplane starts pivoting to the left loosing energy after the hit. I’m not climbing anymore and I see other trees coming my way.

Wreck

Traces of without any problem; load and return to the Luc, the impact nearest reload Base. Back over the fire, we’re working the same flank but closer to the heel. Wind is the same, same right pattern. The terrain is slightly rising and pine trees are quite tall I so suggest to my wing man West Right wing tip 1st impact

East

Dir. of final approach

Then a series of violent hits twist my airplane around all axes, loud thumping sounds and I suddenly smell a strong kerosene odor. I’m Wreck conscious of crashing and try to protect my face with my arms. After long seconds of terrifying noises and being shook all over I open my eyes to see burning trees all around.

6 CFPA news A strong acrid odor of burnt wood, intense heat and oddly enough I sense humidity too. I’m still attached on my seat with the dash board Wreck in front of me. The top part of the cockpit is gone. Looking on my right I notice the fuselage has a 10 foot opening… I realize that I’m inside the burn but not threatened by the flames. My body is ok, nothing’s broken and I feel the need to get out, now! I get out of the seat, stand up and get out by the opening on the right side of the fuselage. I start running in what I believe is the correct direction. Vegetation is heavy and burnt. I’m having a hard time getting through and struggle for 15 minutes or so. I’m exhausted when I arrived at a trail which I follow to a near crossroad where I decide to stop and wait. The helicopter has spotted me. I made it…

I analyzed the probable causes: - too low over the trees, maybe a downdraft or loss of lift due to heat (pine tree flared becoming a fire ball). - Reaction too slow to avoid the smoke and not The airplane burnt 15 minutes after I evacuated. I enough consideration about rising terrain. heard 2 explosions which to this day remain a mystery - The BEAD (french NTSB) investigation report to me. Maybe the tires blew up? Accident Investigators remained vague about the cause and concluded didn’t find the cause either. The wings (and fuel) pilot’s lacks of quick reaction to avoid tall trees and stayed in the trees and the fuselage dug a straight 90 rising terrain led to the accident. No explanation yard trench. As you see the entire fuselage has been about the two explosions which destroyed the destroyed and burnt but this was after I departed the airframe.” scene. Note the wings switched position in the trees; left wing ended up on the right and visa versa. Fuel poured out Interview by Jerome and burned.

SAFETY

September 2012 7 RETARDANT

Environmental concerns regarding fire retardant used to fight fires in our forests and wild lands have caused one environmental group to question the safety of those chemicals to the habitat and the many species that thrive in them. It is their contention that fire is a natural, beneficial and essential force in nature maintaining a healthy balance on the ecosystem. They further contend that the use of fire retardant, dispensed by aircraft, provides little or no benefit and introduces harmful chemicals into creeks and streams killing fish and other aquatic organisms. These assertions may contain some elements of truth and the warnings they pose should be considered, unfortunately they tell only a small part of the story. fighting agencies they increase the controlled prescribed burns in cooler Over one hundred years of successful fire threat and frequency of fires and require weather conditions. This approach both suppression has produced forests and different tactics to protect life and reduces the volatile understory fuels to a wild lands that are now dangerously property. The burn down of hundreds more natural state and preserves the trees out of balance. Fuel loads that would or even thousands of homes, businesses and old growth forests that consume have been thinned many times over and automobiles in these environments greenhouse gasses. by seasonal fire are now critically over unleash untold amounts of toxic burdened. A let burn policy under these contaminants into the soil that ultimately Advancement s in developing safer extreme conditions will precipitate find their way into the drainage’s streams aerial fire retardants has lead to the an environmental catastrophe. The and waterways. replacement of materials in use just a few heat produced by the accumulation of years ago and the judicious use of these decadent stands of brush, ladder fuels A let burn policy will dramatically change new materials is environmentally sound and heavy forest canopy cause fires the way fires are fought. Instead of a 90% when the necessary precautions are taken to burn down to mineral soil. These containment of fires at ten acres or less to protect sensitive areas. products of combustion combine with there will be a marked increase in large runoff, soil erosion and mudslides project fires and firestorms. The millions It is difficult to statistically document radically change the chemistry of the of tons of CO2 produced will further the many successes of aerial fire water until it will no longer support exacerbate global warming perpetuating fighting because it involves the use of life. The sterilization of whole drainage the cycle of climate change causing more counterfactuals or what might have systems is the result. For a species on and hotter fires that produce more and happened had we not been there. Our the brink of an extinction vortex such an more CO2. effectiveness is easily verified however by event could indeed be the tipping point. asking the thousands of courageous men Instead of fish kills in some locations Fire ecology must become a priority and women that fight our wild land fires because of the use of fire retardant, mass to reestablish a balance in our wild that we support every fire season. extinctions of entire runs will result by the lands. The most sustainable and increased number of large project fires. reasonable approach to managing fire and our forests is to keep fires small The Green Hornet The vast number of communities that during extreme burning conditions have sprung up all through our forests by employing the strategy of rapid and wild lands further complicate fire response initial attack by ground and suppression efforts and policy. Termed air resources. Then reduce fuel loads (Wild Land Urban Interface) by fire with mechanical clearing and carefully

8 CFPA news Another milestone for the USAF C-130’s engaged in wild land firefighting

wed 29, 2012

irefighting C-130s Reach Hefty Drop Milestone: The Air Force’s small fleet of C-130 firefighting airplanes Fhas dropped more than two million gallons of fire retardant against wildfires in 10 western US states since beginning operations in late June, announced service officials on Aug. 28. This makes 2012 one of top years in terms of retardant dispensed in the history of these Modular Airborne Firefighting System-carrying C-130s, they said. > Through Aug. 27, the MAFFS force had released some 2,152,600 gallons of retardant in 899 drops, they said. The said Col. Jerry Champlin, who oversees MAFFS operations fleet surpassed the two-million-gallon milestone on Aug. as 153rd Air Expeditionary Group commander. The MAFFS 24 during a sortie in Idaho. “This has been an extremely C-130s come from Air National Guard wings in California, challenging year with several large fires and severe North Carolina, and Wyoming, and an Air Force Reserve drought conditions. Our MAFFS aircrews and aircraft Command unit in Colorado. maintainers have been working long hours every day,” (Peterson report by Ann Skarban)

10 Tanker milestone

n 10 days, VLATs 910 and 911 flew 83 hours dropping 862,730 Gallons of Retardant. IFew days later the crossed the 1 million Gallon mark. Well done!

“Load Return and Fuel up to 45...”

September 2012 9 FIREWATCH COBRAS By Pete Koerber (photo US Forest Service)

The U.S.F.S Firewatch Cobra program had been experiencing a very busy season. U.S.F.S. Firewatch operates two Bell a rare photo opportunity in July when In early June, AA-507 was sent to 209F helicopters that have been de- AA-509, usually stationed in Lancaster, Colorado to provide aerial supervision militarized and modified to serve as aerial came to Redding to undergo an engine and tactical intelligence for the High supervision and intelligence gathering replacement. It is unusual for both Park fire. More recently, these units have platforms for use on wild land fires and Cobras and crews to be in the same been in California serving the Ponderosa other incidents. These aircraft and crews place during the fire season, as they are (TGU), Mill (MNF), Robbers (NEU), Chips meet the standards for type 1 ATGS usually on their respective bases or on (PNF) and South Pass (MNU & MNF) fires, platforms and are very capable of serving fire assignment. among many others. in the ATGS and HLCO roles. Additionally, Both Cobras (AA-507 & AA509) have For anyone unfamiliar with the program, these aircraft are equipped with forward

Left to right : Joe Sanchez, Ed Isch, Mark Voelker, John Browning, Jennifer Muha, Tamara Skjegstad, Phil Ketel, John Blumm, Brian Haley; David Hennessey,Stan Kubota, Michelle McNulty, Peter Koerber, Morgan Mills, Phil Hawkins, Milton Martinson.

10 CFPA news looking infra-red (FLIR) that is integrated Reading Fire CA-LNP-003115 with a computerized mapping system. 17 August 2012 at 1815 The integrated FLIR and mapping systems Approx: 27,240 Acres allow the ATGS to see through even the heaviest of smoke to provide strategic and tactical intelligence to incident personnel. These systems can detect and ¯ map fire perimeters, spot fires, structures and other features of concern to fire managers. Additionally, with the current concerns over fire retardant avoidance areas, these systems permit the ATGS to precisely locate and map fire retardant applications on the landscape. Video and infra-red intelligence can be recorded for later review or can be transmitted to ground units via microwave transmission in real time. In situations such as a rapidly emerging incident or a wild land urban interface threat, this type of information can be very useful; allowing fire supervisors to deploy their forces more rapidly to locations where they can be most effective. This video/IR imagery can be transmitted to a support vehicle and viewed on a large flat screen TV, usually at an ICP, or it can be sent to line personnel and viewed on a smaller portable device called a Rover, suitable for operations at the Division or Crew Boss level.

Map data collected by the Firewatch Reading Fire Perimeter 17 August 2012 at 1815 Cobra is processed by a GIS technician and provided to incident commanders 0 0.5 1 2 Michelle McNulty Miles and fire managers in whatever format is GIS Technician needed. These include shape files of the 530-440-8143 1:80,000 [email protected] NAD 83 UTM Zone 10 fire perimeter as well as point files that www.firewatchcobra.com depict features such as dip sites, drop points, spot fires, structures and hazards. As an air tactical group supervisor, I need two things in order to do my job successfully: First, I must be able to see the fire and the surrounding area, both terrain and airspace. Second, I need to be able to communicate what I see to others, both on the ground and in the air. The Firewatch Cobra is an excellent tool in both respects. The infra-red and mapping systems aid me in gaining situational awareness, to know what is happening and where it is occurring. The Cobra’s excellent radio package, combined with its video/IR downlink capability, help me communicate this information to others. These aircraft deploy with a support crew that includes a technician to process GIS and video/FLIR data, a fuel truck and a mechanic in addition to the flight crew.

Pete Koerber Air Tactical Mission Coordinator Regional Aviation Group, Redding

September 2012 11 CDF Ukiah Air Attack Base Historical Events By Battalion Chief Terry A. Guerrero MEU Part 3/4 1978 was relatively active prior to month later when the new contract Helicopter 101 September, and then things just went quiet crashed at Laytonville Forest Fire Station. 10,000 gallon water storage tank, a 300 gallon with light rains. October came with no rain and The Pilot Jim Mitchell and Mechanic Les “I was recently asked to write an article about the there were a lot of bomber and fighter pilots per minute mixing unit, a 3000 gallon mixed activity began to pick up with several small Initial Hampton were uninjured, but the copter was folks here at CDF Ukiah Air Attack Base and what looking for work, and our timber and natural retardant tank, and a large pump set up at a Attack fires, and one 160 acre fire. No rain came destroyed. The copter had crashed in the we do; but upon looking at some of the previous resources had a significant value placed on them nearby pond. The retardant used at Little River and our aircraft were extended to November on a field directly across from the station that was history around the base here I thought it would be at a national level. was Phos Chek XA, a long term retardant day by day basis. The aircraft were finally put owned by Fire Captain Lee Wilson. The more important to give you a historic view of consisting of diamonium phosphate, a fertilizer off contract on November 13th with the onset Department grounded all “Air Services Inc.” where our program comes from”. as its primary ingredient; 545,800 gallons of of rain. The Season ended with 195 fires for helicopters for the remainder of the season, retardant were delivered to fires between both 482 acres. because of the frequent accidents. Aris Long before CDF Ukiah Air Tanker Base was bases. Little River’s contribution to the total was Helicopters replaced the Air Services Inc. established there was the Co-operative Fire 75,200 gallons. 1979 started with a significant budget cut contract at Laytonville until the end of the Patrol. Co-operative Fire Patrol (CO-OP) was a to the department. Mendocino Unit lost the contract period. Fire Season closed October Rains arrived on October 26, 1974 to end semi-private organization in co-operation with heavy bulldozer transport at Boonville, one 19, 1979 with 190 fires for a total of 1,074 then Division of Forestry, Mendocino and local the fire season with 2,773 acres burnt. fire prevention captain, one fire captain aerial acres. Mendocino land owners for the early detection of 1976 was another significant loss for the observer, all CDF Cooks, all funds for control Mendocino Ranger Unit. Pilot flying wildfires. It began its first year of service in 1949. Bill Sears burn crews, and all fire prevention aids. The aircraft that was flown was a 1948 Stinson an S2 out of Ukiah Air Attack Base lost his life PBY AT at Grass Valley AAB (in a crash) working a fire in the North East Fortunately the fire season in Mendocino corner of the state in the Lassen Modoc Pilots Richard Miller, Michael W. was relatively quiet that season and crews have a memorial Ranger unit. I can’t find the details of the Fagan and Bill Benedict were able to learn and practice their new found in their honor at Ukiah Air Attack Base. incident or much information other then Bill cooking skills. There was a lightning storm Please stop by to see it. It is the big rock was assigned here at Ukiah and responded to that occurred on September 24th. It hit the on the lawn. Most people don’t realize the fire from Ukiah when he was tragically coast at Gualala and moved Northeasterly there is a plaque on the west side of the killed. If any of you that read this know any boulder with a bronze memorial on it. details please give me a call. towards Covelo. Aerial Observers and CO-OP followed the storm to detect fires. Most of Dave Falleri, Gene Starks, and Tim Huff helped develop and establish the memorial August 20, 1978, again a tragic loss for the fires hit the Covelo area and a fire camp in honor of the three F7F pilots that died the Mendocino Ranger Unit. Pilot James was set up in the valley for crews to work out during the 1974 fire season. Lippitt of Tanker 95, while dropping on his first of. The storm had started 29 fires with the largest at approximately 3 acres. run atOn the August Mud Springs 19, 1951 fire a west lightning of Laytonville, storm moved During the 1973-1974 winter period serious crashedthrough into and Branscomb again another Road. on TheSeptember 16th. 1979 was Laytonville Helitack’s eighth year consideration was given to relocating Ukiah momentumA total of 129carried fires the were demolished started by aircraft the lightning of operations. This was also the first year that Air Attack Base to either Willits airport, or Little acrosswithin the the road, confines sweeping of our an Unit; unoccupied 59% of the fires a collapsible bucket was used on the River airport. Little River was ruled out vehiclewere detectedwith it. initially by the CO-OP Fire Patrol. relativelyStation Wagon. quickly because of the daily morning helicopter at Laytonville. Prior year’s O2 Air Attack at UAAB and Inevening 1949 Mendocinofog intrusions. Ranger The Unitairport had was 327 fires Almost all of the fires detected by CO-OP contracts utilized rigid tanks on the bottom of 5200for 23,832 feet long, acres. and Lonnie was suitable Pool wasfor all the types were contained on average at 2 acres less then the copter for water dropping. With the new ofcontractor airtankers. that Willits provided airport the on CO-OP the other Fire hand Patrol other fires reported by lookouts or other sources. collapsible bucket Laytonville Helitack wasservices a more in theviable early option, days. but Prior would to CO-OPrequire the This is attributed to early detection and CO-Ops delivered 19,140 gallons of water on fires at a anU.S. 1800 Military foot extensionwas responsible to the runway. for providing Surveys aerial ability to quickly direct ground resources in and cost of thirty one cents per gallon. indicateddetection that of fires extensive from 1940 rebuilding until CO-OP and started provide them direction on how to best attack the wideningin 1949. wouldOf interest have isto thebe accomplished.1945 fire season; there fire. In 1951 CO-OP reported a total of 81 fires; On September 1, 1979 contract Helicopter were 184 fires for 101,192 acres in Mendocino. 19 fires were reported by lookouts. 101 crashed and burned on a fire in Santa During the spring of 1974 word was Barbara County, fortunately the pilot Joe receivedThe postthat theWWII Willits years project really would brought be forth an Koller was not injured. Apparently the copter shelved,interest inUkiah aerial would fire suppression be used for thetechniques as had a tail rotor failure, and the pilot was able upcoming fire season, and Little River would to escape before the aircraft was consumed become a temporary refill base to supplement by its own fire. Tragedy found itself again one Ukiah. The base at Little River consisted of a [1]

S2 Air Tanker [10] [9] 12 CFPA news 1978 was relatively active prior to month later when the new contract Helicopter 101 September, and then things just went quiet crashed at Laytonville Forest Fire Station. with light rains. October came with no rain and The Pilot Jim Mitchell and Mechanic Les activity began to pick up with several small Initial Hampton were uninjured, but the copter was Attack fires, and one 160 acre fire. No rain came destroyed. The copter had crashed in the and our aircraft were extended to November on a field directly across from the station that was day by day basis. The aircraft were finally put owned by Fire Captain Lee Wilson. The off contract on November 13th with the onset Department grounded all “Air Services Inc.” of rain. The Season ended with 195 fires for helicopters for the remainder of the season, 482 acres. because of the frequent accidents. Aris Helicopters replaced the Air Services Inc. 1979 started with a significant budget cut contract at Laytonville until the end of the to the department. Mendocino Unit lost the contract period. Fire Season closed October heavy bulldozer transport at Boonville, one 19, 1979 with 190 fires for a total of 1,074 fire prevention captain, one fire captain aerial acres. observer, all CDF Cooks, all funds for control burn crews, and all fire prevention aids. PBY AT at Grass Valley AAB Fortunately the fire season in Mendocino was relatively quiet that season and crews were able to learn and practice their new found cooking skills. There was a lightning storm that occurred on September 24th. It hit the coast at Gualala and moved Northeasterly towards Covelo. Aerial Observers and CO-OP followed the storm to detect fires. Most of the fires hit the Covelo area and a fire camp was set up in the valley for crews to work out of. The storm had started 29 fires with the largest at approximately 3 acres.

1979 was Laytonville Helitack’s eighth year of operations. This was also the first year that a collapsible bucket was used on the helicopter at Laytonville. Prior year’s contracts utilized rigid tanks on the bottom of O2 Air Attack at UAAB the copter for water dropping. With the new collapsible bucket Laytonville Helitack delivered 19,140 gallons of water on fires at a cost of thirty one cents per gallon.

On September 1, 1979 contract Helicopter 101 crashed and burned on a fire in Santa Barbara County, fortunately the pilot Joe Koller was not injured. Apparently the copter had a tail rotor failure, and the pilot was able to escape before the aircraft was consumed by its own fire. Tragedy found itself again one

[10] September 2012 13 1980, August 2nd, bad news again, contract Five accidents involving contractor-owned Bell Copter 101 crashes, but this time with a serious Jet Rangers occurred in 1979. CDF decided that Copter 101 burnt 4,684 acres with a helitorch during CMP (chaparral management program) injury to pilot Jon Long. Copter 101 was an Aris owning and operating agency-owned helicopters operations that year. Two Canadian Cl-215 aircraft based out of Chico dropped on a fire east of Helicopters owned Astar 350D. Another Astar was needed. In 1981, CDF obtained 12 Bell Willits. Both tankers reloaded twice on Lake Mendocino and delivered 1400 gallons of water each was provided by Aris to continue the contract. UH-1 F series helicopters. Although the “F” time they dropped on the fire. This year the collapsible bucket was stored in the model served the CDF well it was difficult to helicopter and could be flown with the crew to the support. In the late 1980’s CDF began a program fire. In the past the copter would have to insert to phase out the “F” model and upgrade to newer, the crew on the fire then rendezvous with the larger UH-1H helicopters. helicopter service unit to retrieve the bucket to support fire operations. 1982 brings innovation to Mendocino Ranger Unit. The Bell UH1F Huey Helicopter is brought In the spring of 1980 Ukiah Air Attack begins online at Howard Forest Helitack. The Helicopter C101 with Helitorch in action August 17, 1989 removing the old vintage 1950 and 1960’s era was acquired from the US Air Force and modified pumps, retardant mixers and transfer engines. by CDF for use as an initial attack helicopter. The Below ground plumbing was abandoned and Helitack program is officially moved from replaced with above ground plumbing and electric Laytonville to Howard Forest Helitack Base. 440 volt pumps. The base could now mix at a rate of 11,000 gallons per hour. The average turn around times for loading aircraft was at about 3 minutes in and out of the pits. 1980 ended with 222 fires for 1290 acres.

August 7th 1981, a fire is discovered at Mill Creek West of Ukiah. It was quickly controlled at 44 acres. The fire was intentionally set. The next day August the 8th a Sonoma air tanker returning from another fire, spots a smoke in the Mill Creek Drainage. The tanker dropped on the fire within three minutes of discovering the fire, but to no avail. Multiple aircraft hit it hard and fast but the fire continued to grow. The fires origin was directly east of the previous days fire and it is quickly determined it was intentionally set. By August 12th, 1981 the Cow Mountain Fire had consumed 25,300 Acres. This is the last big acreage (10,000 acres plus) fire the Mendocino Unit has experienced excepting the 2008 lightning siege. Suppression cost for the Cow Mountain Fire was estimated at $750,000.00, a bargain at Canadian Cl-215 Super Scooper today’s fire suppression cost. The 1981 season ended with 262 fires at 3,602 acres.

The Cow mountain fire burned most of it’s acreage in the Lake Napa Ranger Unit, so Mendocino was not credited with those acres.

[11] [12]

14 CFPA news 1980, August 2nd, bad news again, contract Five accidents involving contractor-owned Bell Copter 101 crashes, but this time with a serious Jet Rangers occurred in 1979. CDF decided that Copter 101 burnt 4,684 acres with a helitorch during CMP (chaparral management program) injury to pilot Jon Long. Copter 101 was an Aris owning and operating agency-owned helicopters operations that year. Two Canadian Cl-215 aircraft based out of Chico dropped on a fire east of Helicopters owned Astar 350D. Another Astar was needed. In 1981, CDF obtained 12 Bell Willits. Both tankers reloaded twice on Lake Mendocino and delivered 1400 gallons of water each was provided by Aris to continue the contract. UH-1 F series helicopters. Although the “F” time they dropped on the fire. This year the collapsible bucket was stored in the model served the CDF well it was difficult to helicopter and could be flown with the crew to the support. In the late 1980’s CDF began a program fire. In the past the copter would have to insert to phase out the “F” model and upgrade to newer, the crew on the fire then rendezvous with the larger UH-1H helicopters. helicopter service unit to retrieve the bucket to support fire operations. 1982 brings innovation to Mendocino Ranger Unit. The Bell UH1F Huey Helicopter is brought In the spring of 1980 Ukiah Air Attack begins online at Howard Forest Helitack. The Helicopter C101 with Helitorch in action August 17, 1989 removing the old vintage 1950 and 1960’s era was acquired from the US Air Force and modified pumps, retardant mixers and transfer engines. by CDF for use as an initial attack helicopter. The Below ground plumbing was abandoned and Helitack program is officially moved from replaced with above ground plumbing and electric Laytonville to Howard Forest Helitack Base. 440 volt pumps. The base could now mix at a rate of 11,000 gallons per hour. The average turn around times for loading aircraft was at about 3 minutes in and out of the pits. 1980 ended with 222 fires for 1290 acres.

The Cow mountain fire burned most of it’s acreage in the Lake Napa Ranger Unit, so Mendocino was not credited with those acres.

[11] [12]

September 2012 15 During the first two years of the UH-1F September 28, 1984 Pilot Ed Real was killed program CDF employed ‘Personal Service after crashing at a fire in Monterey County. In Contract’ pilots. Each base was assigned a full- 1983 both Real and Bell worked at Hollister time pilot and a seasonal relief pilot who covered together. two bases. The majority of the contract pilots became state employees in 1984. In August of 1984 Ukiah Air Attack Officer, Ranger 1 Earl Swartzlander retired from CDF. 1982 was a very quiet season with 248 fires FC David Fallari was reassigned to work at for 400 acres. Pilot James Eakin - S2 pilot Ukiah Air Base to fill behind Swartzlander to crashed and was killed on a fire July 7th 1982 assist with salary savings for the vacated State while fighting a fire in the Sierras. Forest Ranger 1 position. SFR1 James ‘Tag’ Taglio assumed responsibilities for the base in 1983 set an all time record for Ukiah Air Attack addition to the Ukiah Battalion. Base. The record was set for least amount of hours ever flown for Ukiah and least amount of CO-OP patrol discovered 14 fires the summer gallons of retardant delivered. Fire season ended of 1984, and flew 153 flights for 386 hours. CO- with 262 fires for 107 acres, and a total of 22,000 OP had 41 subscribers owning a total of 159,306 gallons of retardant delivered. acres.

Copter 101 burnt 9,263 acres with the torch on Between August 4th and 29th, 1984 Ukiah CMP burns. The copter also dropped 102,760 Airport was closed for resurfacing. The tankers gallons of water on fires that year. were moved to Sonoma and the Air Attack was relocated to Willits Airport. The Air Attack was an 1984 brought another heartbreak for our O-2 which did not have a restriction for landing at program. July 13th, 1984 Pilot Ted Bell from Willits, as the OV-10 has today. Sonoma Air Attack base was responding to a fire in Lake County from Ukiah Air Attack Base when Ukiah pumped 191,400 gallons of retardant on he crashed Tanker 92, the S2 he was piloting, into wildfires, and the Air Attack flew 201 hours. Cow Mountain and was killed. I can still vividly remember the radio traffic as Fire Captain Lee The 1984 season ended with 385 fires for 940 Logan reported “Howard Forest Ukiah Air Attack, acres. Fire Traffic, Big Fire on Cow Mountain”. Everybody realized by the tone of his voice and the recent dispatch of the tankers that an air tanker had crashed. The group quick call sounded and almost every station in the unit started loading up to respond. Most units were cancelled after the fire the tanker crash had caused was controlled at under a couple of acres.

[13] 16 CFPA news During the first two years of the UH-1F September 28, 1984 Pilot Ed Real was killed program CDF employed ‘Personal Service after crashing at a fire in Monterey County. In Contract’ pilots. Each base was assigned a full- 1983 both Real and Bell worked at Hollister time pilot and a seasonal relief pilot who covered together. two bases. The majority of the contract pilots became state employees in 1984. In August of 1984 Ukiah Air Attack Officer, Ranger 1 Earl Swartzlander retired from CDF. 1982 was a very quiet season with 248 fires FC David Fallari was reassigned to work at for 400 acres. Pilot James Eakin - S2 pilot Ukiah Air Base to fill behind Swartzlander to crashed and was killed on a fire July 7th 1982 assist with salary savings for the vacated State while fighting a fire in the Sierras. Forest Ranger 1 position. SFR1 James ‘Tag’ Taglio assumed responsibilities for the base in 1983 set an all time record for Ukiah Air Attack addition to the Ukiah Battalion. Base. The record was set for least amount of hours ever flown for Ukiah and least amount of CO-OP patrol discovered 14 fires the summer gallons of retardant delivered. Fire season ended of 1984, and flew 153 flights for 386 hours. CO- with 262 fires for 107 acres, and a total of 22,000 OP had 41 subscribers owning a total of 159,306 gallons of retardant delivered. acres.

Copter 101 burnt 9,263 acres with the torch on Between August 4th and 29th, 1984 Ukiah CMP burns. The copter also dropped 102,760 Airport was closed for resurfacing. The tankers gallons of water on fires that year. were moved to Sonoma and the Air Attack was relocated to Willits Airport. The Air Attack was an 1984 brought another heartbreak for our O-2 which did not have a restriction for landing at program. July 13th, 1984 Pilot Ted Bell from Willits, as the OV-10 has today. Sonoma Air Attack base was responding to a fire in Lake County from Ukiah Air Attack Base when Ukiah pumped 191,400 gallons of retardant on he crashedUAAB Tankerwith S2 92, Airtanker the S2 he was piloting, into wildfires, and the Air Attack flew 201 hours. Cow Mountain and was killed. I can still vividly remember the radio traffic as Fire Captain Lee The 1984 season ended with 385 fires for 940 Logan reported “Howard Forest Ukiah Air Attack, acres. Fire Traffic, Big Fire on Cow Mountain”. Everybody realized by the tone of his voice and the recent dispatch of the tankers that an air tanker had crashed. The group quick call sounded and almost every station in the unit started loading up to respond. Most units were cancelled after the fire the tanker crash had caused was controlled at under a couple of acres.

PBY Airtanker doing a drop Grumman TBM Airtanker

To be continued ... [14]

[13]

September 2012 17 AIRTANKERS, AN HISTORIC OVERVIEW

The seventies... Text and photos collection Tom Janney

n part three of four, we leave the 60’s behind with memories, lessons learned and venture ahead into the 1970s. This Idecade brought some dramatic changes in aircraft, attitudes and organization. While the goal has always been the same, the way we achieved it was changing. The State of California was recognized as a leader in aerial firefighting technology, culminating in many visits by foreign Governments and Dignitaries from around the World. With a “Can Do” attitude, the CDF showed the World how to fight fire from the air – effectively, safely, and in a timely manner. While not exclusive to the CDF, we indeed were years ahead on the learning curve in this industry. Aside from CDF’s own talent, the many private contractors of these times were all contributors in so many ways to the success of CDF’s air attack program. I would be remiss not to mention a few of them here for credit well deserved, such as Hemet Valley Flying Service, Sis-Q, Aero Union, San Joaquin Helicopters and TBM Inc. These contractors, along with many more around the The Consolidated PB4Y-2 had seen initial conversion in Nation, all created an industry that was equaled by none. 1961 by Avery Aviation, but there were several contractors that flew them throughout the 1960s, among those, Rosenbalm, Hillcrest, Winairco and Flight Enterprises. The 1970s ushered in the use of new aircraft and the Their use was sporadic and most were underutilized retirement of others. Some went to sale for scrap or when available. In 1969, a new company had formed auction, with many fine examples fortunately being from the purchase of several tankers and the joining restored and currently flown. I doubt the general public forces of others. This new company, Hawkins & Powers knows that they would have never seen many of these made excellent use of the 4Y and fielded a majority of the historical flying machines if it were not for the aerial airframe types during the 1970s. Other users included T firefighting industry giving them a second life. This is & G, and Air Tankers Inc. In later years, structural issues my personal Thank You to everyone who allowed these would force the PB4Y-2 into retirement. wonderful ladies to still be with us today.

18 CFPA news the Westinghouse J34 turbojet engine added 3,500 Lbs of center line thrust to it’s capabilities. The J34, while being a jet engine, ran very well on 100LL AvGas. As a note, this is also the same jet engine that was hung on the Lockheed P2V Neptune. Soldiering throughout the 70s and into the 80s, the airframe would see permanent grounding by 1987 due to structural issues.

In 1953, a prototype Douglas DC-7 conducting testing at Palm Springs airport elected to dump 1,300 gallons of water ballast over the runway, creating a 200 foot wide and nearly a mile long stretch of completely washed asphalt. The Douglas company representatives that were on hand saw the viability of using their aircraft as tankers and solicited the Los Angeles County Fire Department for further testing. In December of that same year, testing was completed at Rosamond In 1970, there were growing concerns about single Dry Lake, with the USFS, CDF, LA County and LA City engined tankers, mainly the Grumman TBM. Crash history in attendance. With testing concluded, although with for the TBM was growing, while future maintainability and favorable results, the Douglas airframes were passed parts resources were growing slim. The CDF was looking over due to the cost of the new airframes. Later on in for a replacement for the contract aircraft that had been the 70s, as the DC-4, DC-6 and DC-7 aircraft along with serving the State for the last 20 plus years and the twin their military variants became more affordable, many of engined Grumman S-2A was evaluated and chosen as the these saw the conversion to tankers and proved to be replacement. The S-2A was already being used in Canada excellent platforms. for aerial firefighting, thus with shared engineering data, Hemet Valley Flying Service built two prototypes that were placed into service by the beginning of the 1973 fire season. 1973 also saw the loss of three more TBMs and three F7F tankers in 1974, which quickly brought the S-2 program into full swing. Having settled on a tank design and system, Aero Union, Sis-Q and TBM Inc., joined Hemet Valley in conversions of the airframes. By the end of the 1974 fire season, 12 S-2As were in service Statewide, with another five coming from Bay Aviation Services in 1975. The move to the S-2 also signified the beginning of a State managed fleet of tankers, although maintenance and flight crews were still provided by the various contractors.

In the latter years of the 60s and into the early years of the 70s, the Fairchild C-119 was finding it’s way out of the US military inventories and into storage. Early on, the airframe was eyed as to it’s use as a tanker. By March 1970, the various airframe models received STCs for retardant tanks and the addition of a jet pod located on top of the fuselage. Hawkins & Powers and Aero Union were the initial users of this aircraft, with Hemet Valley Flying Service eventually picking up Aero Union’s fleet of the “Dollar Nineteen”. The addition of

September 2012 19 Another new airframe that saw introduction in the 70s, was the Lockheed P2 Neptune. In 1969, the USFS contracted Rosenbalm Aviation in Medford OR to build the prototype 3,000 gallon tank. By the early 70s, the USFS and Johnson Flying Service (which was to become Evergreen International) had several P2s active and fighting fire, but it wouldn’t be until the 1980s that the P2 would see wider use and more aircraft added to the National roster.

Along with the S-2 program, CDF also started getting away from contract aircraft used for AIRCO duties. The normally leased aircraft had a difficult time keeping up with these new S-2 tankers, thus, something faster was needed. In 1974, twenty Cessna O-2 airframes were sent from military storage in crates and the process of reassembling them took place. By 1976, the new State managed AIRCO fleet was ready to go. Like the S-2, the Cessna O-2 provided the operational safety of twin engine plus increased airspeed. An added bonus was the fact that these aircraft were former military observation platforms and came equipped with extra window panels in the right side door and overhead windows, which provided excellent visibility for the Air Attack Officer.

20 CFPA news Helicopter use in California can be traced back to the mid of new fire retardant chemicals, plus better logistical 50s, with 1,000 feet of hose being laid on the Sterling Fire planning and infrastructure for air attack bases. The CDF in San Bernardino on July 5, 1956. Thru the 60s, the US family as an agency was changing as well. The 70s saw the Forest Service was developing Helitack crews while the separation of the Division of Forestry from the Department CDF maintained several contract helicopters for various of Conservation, renamed to the Department of Forestry duties. In 1978, the CDF initialized it’s own Helitack crews and a State wide change in patch and badge designs. After in an evaluation program that would set the stage for a disastrous start to the decade, the Firescope program was future development of the program. In (then) Region resurrected and again put to task, culminating in the State 6, a Bell 205-A1 based out of Ryan Air Attack Base and wide implementation of the Incident Command System. By an additional airship based out of Monte Vista Ca. were the end of this decade, an entire new fleet of aircraft had utilized in this capacity with favorable results. Cross been in service, new programs were taking hold and a new training with the USFS Helitack crews from Heaps Peak, look to the organization was in place. Keenwild, Ramona, Rose Valley and Chantry Flats were also conducted. Just as things in the aerial firefighting industry were changing at a rapid pace, the 70s also saw the introduction

To be continued ...

September 2012 21 LOCKHEED C-130 Hercules AIRTANKERS

PART 1/2

By Frédéric Marsaly

he C-130 is an exceptional aircraft. US Forest Service left their mark on this aircraft the capacity to reinforce the Still in production 50 years after business; they were considered some commercial airtanker fleet when all Tits maiden flight is evidence of its of the best airtankers ever used for civilian firebombers are activated and qualities and effectiveness. Successful fighting wildland fires. in use. This 3000 US gal device consists for numerous tactical missions of a mobile palletized platform installed from transport through maritime MAFFS aboard a C-130, with 5 tanks, and two surveillance, C-130 has also been nozzles protruding through the opened involved in the fight against forest fires Today, only military C-130s with MAFFS rear ramp. System pressurization since the early 70’s, initially with the are used for aerial fire suppression was from an external source at the United States Air Force and Air National in the USA. The MAFFS I (Modular reload base. The 8 USFS-owned, USAF- Guard. And between 1990 and 2002, a Airborne Fire Fighting System) was operated MAFFS I were phased out, handful of civilian C-130s contracted to conceived in the 70’s to give military replaced by MAFFS II in 2009. MAFFS II consists of a single 3400 US gal tank with internal pressurization and a single nozzle which passes through the port side door, which allows the aircraft to remain pressurized.

There are numerous criticisms against MAFFS systems. Many consider them not as effective as, and more expensive than a permanently mounted retardant delivery system. But several countries elected to equip one or more C-130s with MAFFS I, ie, Portugal, Morocco, Thailand, Tunisia, Italy, Brazil and Turkey.

C-130s with MAFFS I performed over 6,500 fire missions between 1974 and 2009, applying 75,000 tons ▲ ▲ Hemet Valley Flying Services Tanker 81 at work (photo BLM) of retardant on fires in the USA. 9 ▲ Air Force C-130E with a MAFFS I Unit. (photo coll. Sonoma AAB) MAFFS II where bought by USFS but

22 CFPA news sadly, July 1st 2012, MAFFS 7 from 145th AW, crashed in South Dakota while making a drop killing 4 National Guard Aviators1. The crash was due to a severe windshear during the drop run. It was the first crash ever for a MAFFS aircraft.

Commercially contracted C-130 Airtankers

During the 80s, several USFS contractors in charge of providing heavy tankers to the federal agency were looking for a new type of heavy tanker after several structural failures resulted in the grounding of C- 119 airtankers. The USFS request the U.S. Air Force to transfer some C-130A, recently stored in Arizona, to supplement and modernize its commercial fleet of old Privateer, ▲ First generation MAFFS (note the two nozzles in upward position). Unit loaded onboard an ANG Neptune, and Douglas piston-powered Hercules.(photo USAF) propliners.

An agreement was reached in 1987, and C-130s were provided to Hemet Valley Flying Services, Hawkins & Powers, and TBM Inc. in exchange for former airtankers such as C-119s, B-17s, C-54s to be used as exhibitions in museums. A fourth company, T&G from Arizona, eventually obtained some Hercules. In addition, P-3A Orion were obtained by Aero Union Corporation in Chico, California.

Ultimately 22 C-130A were transferred to these companies, with the goal of turning them into fire bombers and leasing them back to the USFS at a competitive price. A percentage of the aircraft were to be used as “spare parts” to support those converted to ▲ Training/water drop for a C-130H fitted with a MAFFS II Unit. Note, left side door single nozzle. airtankers. This plan was intended to (photo USAF) help contain the cost of supporting the aircraft for a large portion of the aircrafts life cycle as an airtanker, thus reducing the contracting cost to the Forest Service.

The agreement created a huge scandal a few years later. Commercial airtanker operators that were not included in the agreement claimed unfair competition.

Federal investigations were conducted about these transactions. In 1993 it was determined that the USFS did not have the authority to conduct these negotiations with the eventual outcome that the Branch Director was fired.

1 Lt Col Paul Mikeal, Major Joe McCormick, Major Ryan Scott David and Master Sgt. Robert Cannon. ▲ A rare view of Tanker 82 dropping water instead of retardant.(photo coll. Jeremy Ulloa)

September 2012 23 After T & G got some C-130s, they were accused of supplying aircraft in the early 90s to a Central American company, Trans Latin Air, suspected of being a carrier of the Cali cartel. T&G also sold two aircraft for 3.6 million to a Mexican company. One of the aircraft was seized in 1997 by Mexican authorities for being involved in a smuggling case involving the Tijuana Cartel. However, it was later determined that the aircraft, was not used to transport narcotics to the U.S. But that aircraft, acquired through a bank sale before the Forest Service program started, can’t be linked with the USFS program.

One of the operators used the aircraft given to them for non-firefighting ies missions. This infuriated the USFS and ▲ Hawkins & Powers Tanker 130 waiting at Rohnerville AAB in the early 90 .(photo via Rohnerville AAB) they stopped all contracts for C-130s with that operator, who went on to contract with France and Spain as fire bombers.

There was a long series of trials held throughout the decade to uncover what the responsibilities of the various parties was and even to determine the correct owner of some of these aircraft. There were accusations that the agreement between the USFS and the USAF was not legal, there were even prison sentences. However, the C-130s that had been contracted to be Airtankers remained active. There is no doubt now that these various scandals involving the C-130A had a considerable influence on events early next decade.

The C-130A tankers are category I type ▲ Amazing RADS drop from TBM Inc’s Tanker 63 (coll. J. Laval). tankers in the Incident Command System The HVFS and H&P tanks also suffered simply selects the quantity and coverage classification, together with MAFFS, DC- from reliability problems. In terms of level desired. The computer opens the 7, and P-3 Orion as they have a 3000 US efficiency, conventional tanks are more doors and modulates the flow to achieve Gal capacity. The first C-130A Airtankers effective than MAFFS, but control of the the selected setting. are activated for the 1990 fire season. flow is not as fine as the system that is installed on other C-130 Tankers... The tank requires an opening of 20 feet C-130 with conventional tanks long and 2 feet wide in the floor. Filling C-130 RADS, the ultimate weapon! points are located on each side of the Hemet Valley Flying Services, from fuselage to facilitate ground operations. California, and Hawkins & Powers from For their C-130A, TBM and T & G A control module with the settings of Wyoming where former C-119 users and companies called upon Aero Union for quantity and density is located on the had jointly designed the Flying Boxcar’s the installation of a 3000 gallons/27 pilot’s overhead panel of the cockpit and tank. As new users of C-130A, they again 000 lbs tank with an advanced drop a release button located on both yokes. joined their forces and, using the old system. The RADS (Aerial Retardant The lower part of the tank, with bay tank, modified it to be used for the new Delivery System) tank is a «Constant doors, is permanently installed, adding airtanker. The tank is about 3,000 gallons. Flow» design, equipped with two doors about 480 lb to the aircraft, but the top The rectangular tank weighs 860 pounds controlled by a computer2. The crew of the tank is removable, allowing the empty. It has eight belly gates that allow aircraft to be used for cargo missions. drops in sequence or massive and was 2 The computer is «programmed» with preset door positions and flow rates monitored through the float Removing the upper part of the tank installed in Tanker 81, T82, T83 and T88 system to allow the computer to precisely monitor and installation of a removable floor for HVFS and Tanker 130, T131 and T133 and adjust the door aperture to maintain the proper for H&P. rate of flow through the doors. The two doors are side of each door. There is also two torque tubes, one hinged separately via a rubber hinge at the outboard with actuating mechanisms for each door.

24 CFPA news C-130A Airtankers.

Msn 3018 : USAF 54-1631 ; T&G N117TG Tanker 31, Pélican 81 in France from 1993 to 1996. In Spain 2002 and 2003. Always in service with IAR. Msn 3081 : USAF 56-0473 ; TBM N473TM Tanker 63. Now stored Visalia (CA). Msn 3086 : USAF 56-0478 ; T&G N116TG Tanker 30. Pélican 82 in France from 1992 to 1996 and from 1997 to 2000. Crashed in France september 6th 2000. Msn 3119 : USAF 56-0511 ; HVFS N132FF Tanker 83. Now N121TG for IAR. Msn 3138 : USAF 56-0530 ; HVFS N131FF Tanker 81, Pélican 81 in France in 1991. Later N125TG for T&G and IAR, now stored Coolidge (AZ)

▲ How to quick change a RADS C-130A Airtanker to a C-130/A cargo Hercules in 20 minutes with a Msn 3139 : USAF 56-0531 ; Butler N531BA T&G crew. Did you say versatile? (photo D. Roosens) Tanker 67. Stored Vasalia (CA)

Msn 3142 : USAF 56-0534 ; H&P N131HP Tanker 131. Stored Greybull (WY) Msn 3146 : USAF 56-0538 ; H&P N130HP Tanker 130. Crashed in California June 17th, 2002. Msn 3148 : USAF 56-0540 ; HVFS N135FF Tanker 82. Pélican 82 in France 1990, 1991 and 1992 Crashed in California August 13th, 1994. Msn 3173 : USAF 57-0466 ; TBM N466TM Tanker 64. Always flying with TBM. Msn 3189 : USAF 57-0482 ; H&P N133HP Tanker 133. Now stored for parts for IAR. Msn 3219 : USAF 57-0512 ; Stored up to 2000. Became N118TG for IAR. Never used ▲ Like T&G C-130 fleet, the 3 TBM C-130’s were RADS Airtankers as well (photo C.Defever) as a Tanker but fitted with a 4000 US gal takes about half an hour - some well- The combination of power and RADS tank for spraying chemical dispersant against oil spills. established teams that can perform this maneuverability, large quantity of maneuver in about twenty minutes. With retardant delivered consistently, and Msn 3227 : USAF 57-0520 ; HVFS N138FF a price tag of $ 1,000,000, including the real transcontinental availability, made Tanker 88. N119TG for IAR, stored Coolidge price of the tank and modification costs, the C-130 /RADS one of the best tankers (AZ). only five aircraft were converted: Tanker ever. 63 and T64 (TBM) T30 and T31 (T & G) and T67 (Butler3). Translation and revisions: Walt Darran, To be continued... Jerome Laval and Stefanie Kudar 3 Butler is a subsidiary of TBM.

▲ Tanker 64 crew, (from left to right) Flight Engineer Mark Hugues, I.A trainee Captain Jerome Laval and Captain/Instructor Pat LeRoux in 2000. (photo D.Groom)

September 2012 25 Overtime by Jeremy Ulloa

26 CFPA news