AerialFire Magazine May/June 2021 Issue

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MAY / JUNE 2021

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Farewell Global SuperTanker Taking Action to Mitigate Risks

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In This Issue of AERIALFIRE...

Volume 19 Number 3 | May / June 2021 12 Aerial Firefighting Europe: New Location – New Opportunities 14 GPMS Announces STC on the Bell 212 & 412 Helicopter for

Its Predictive Health and Usage

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16 Spidertracks Launches Insights 20 Goodbye Old Friend, Farewell Global Super Tanker 28 Coastal Air Strike — The New Kid In Town 38 Conair Conducts Off Season Preparation for Fire Season Success 48 Columbia Helicopters Unveils Multi-Mission Helicopter Program

PUBLISHER: Graham Lavender - graham@aerialfiremag.com EDITOR: Ryan Mason - ryan@aerialfiremag.com ACCOUNTING/ADMINISTRATION: Casey Armstrong - casey@aerialfiremag.com 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

50 Colorado National Guard Trains for Fire Season 50 Coulson Aviation’s Australian 737 Hits Hangar Door,

Sustains Damage in Tarmac Incident 52 Aviation Specialties Unlimited Announces NVIS

FAA STC for UH-60 54 DART Aerospace Receives Transport Canada Approval for

Night Hover Refill Operations with Talon Helicopters’ AS365

Fire Attack System 56 Coldstream Helicopters Expands Firecat Program to the

United States with Precision 58 HAI’s Salute to Excellence Humanitarian Service Award 60 Perimeter Solutions Partners with 10 Tanker Air Carrier to

Fight Mexico Wildfires 62 Erickson Wins Three U.S. Forest Service Contracts for

Upcoming Wildfire Season

In Every Issue of AERIALFIRE...

Monthly Columns and Sections 06 The Drop | Ryan Mason 08 Aerial Fire Pics

Inside Cover: Coastal Air Strike’s two FireBoss aircraft make up two of the company’s fleet of 12 firefighting aircraft. Photo by Ryan Mason.

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aerialfiremag.com | AF 5

THE DROP

Ryan Mason ryan@aerialfiremag.com

Are We Shooting Ourselves in The Foot?

To say I was shocked this week when I got a call from a confidential source telling me that the Global SuperTanker was going to be ceasing operations at the end of the week would be an understatement.

looking through the dozens of social media posts over the last week that have shared personal experiences with the aircraft, the overwhelming response has been one of great sadness at seeing the aircraft grounded, potentially for the last time.

The largest VLAT in the world was a fixture during fire season, not just in the United States but it had also seen action in South America over its many years of service. Many obstacles likely contributed to its demise. Still, short of a last-minute “Hail Mary” pass in the next few days, the largest aerial asset in the fight against wildfires will likely become a distant memory.

Many have shared stories of firefights that they were losing, looking at the potential for the significant loss of life or property in the face of rapidly advancing fire fronts that smaller aircraft were having a hard time keeping up with.

Since the announcement of the impending shuttering of Tanker 944, there has been a massive outpouring of support. For both the aircraft and its highly skilled crew, this is an enormous gut punch.

From CEO Dan Reese, down to its maintainers and pilots, it was clear to anyone who came in contact with someone who worked for the Global SuperTanker company that everyone shared one thing in common: passion. Passion not only for flying, maintaining or managing the giant of the aerial firefighting world, but a passion for saving lives, property and the forested areas that the plane fought to protect every time it took to the skies.

Many were vocal about the aircraft. Some positive and some negative, stating that the aircraft was too big to be effective or too expensive. However,

AF 6 | aerialfiremag.com

Stories where dozens of helicopters and smaller fixed-wing aircraft were fighting a losing battle to even make a dent in a rapidly advancing fire.

One headed towards a large population center where aircraft couldn’t turn around fast enough to contain the blaze. That is until the call was made to bring in the GST. One such story detailed a day where fires were popping up faster than every air asset available were able to deploy to fight them. Crews fighting this specific fire were losing hope that the town they were trying to protect would soon be overrun by a rapidly advancing fire that loomed dangerously close to homes and schools, coming down a mountain range and heading for a densely populated area.

Aircraft were being sent elsewhere as more and more fires began to pop up. Cue the call for the GST to come and lay a line of retardant in a last-ditch effort to prevent further spread. The

pilot writing the post detailed watching the giant behemoth of Tanker 944 line up right on the outskirts of the town, lining itself up to lay a line of retardant between the fire and the city.

to the fight, did it cost a lot, sure, but this aircraft was at times the last option to stop a fire in its tracks, which it did on more occasions than can be counted.

The GST layed a thick line of retardant on that day that likely saved thousands of lives and just as many properties as the sheer volume of retardant that Tanker 944 put down was enough to give the fire nowhere to go for fuel except away from the town.

I hope that if the worst does happen, that the incredibly talented flight crews, maintainers and administration staff of the Global SuperTanker go on to continue in the aerial firefighting world and continue to make a difference to those that need it.

This story and many others I have read over the last week are why I, and likely many others, will miss the GST if it indeed is shuttered, having flown its last mission. Regardless if you loved it or hated it, the Global SuperTanker did make a difference

aerialfiremag.com | AF 7

Thumbs up from the crew of the European Skycrane S-64F. Photo by Marco Bianchi.

Coulson Aviation’s latest RADS equipped C-130 tanker ‘TY’ drops in Busselton, Western Australia. Photo by Daniel Batt AF 8 | aerialfiremag.com

AERIALFIRE AERIAL FIRE PICS

An Erickson Aero Tanker heads out in California during the 2020 fire season. Photo by Kaileen Hannigan.

Two Helicopter Transport Services S-64’s sit on the ramp recieving maintenancein Colorado. Photo by Steve Nelson.

aerialfiremag.com | AF 9

An AT-802 drops a load of water during a training evolution. Photo by Michael Piper.

A CalFire S-2 drops a line of retardant. Photo by Mike Murawski.

AERIALFIRE AERIAL FIRE PICS

Neptune Aviation’s Tanker 10, a BAe-146 drops retardant on the Daisy Mountain Fire. Photo by Curt Porter.

Copter 369, a Bell 412 from Kestrel Aviation drops a load of water in Australia. Photo by Dave Sodestrom.

aerialfiremag.com | AF 11

Aerial Firefighting Europe: New Location – New Opportunities The challenging year of 2020 has identified that international cross border cooperation related to the prevention of and the response to wildfires is more important than ever. With landscape firefighting missions moving through Europe, there’s no surprise that the pan-European rescEU Commission has recently received a significant investment boost to expand its aerial firefighting capability.

The conference will shed light on special problems of fire management

Tangent Link Ltd, organizers of the internationally acclaimed series of aerial firefighting events is pleased to announce that the next Aerial Firefighting Europe Conference and Exhibition will take place on 12 – 14 October 2021 in Tallinn, Estonia.

Hosted in Northern Europe for the first time, the event will provide an exceptional opportunity to share best practice between new and mature markets. The new venue boasts modern event facilities for a dedicated conference, exhibition, private workshops as well as opportunities for static displays.

Chaired by Professor Johann Georg Goldammer, Director of Germany’s Global Fire Monitoring Center (GFMC), the two-day conference will take place at a time, when the current pandemic – unprecedented in recent history – and the increasingly noticeable impacts of climate change are challenging Europe and the world. Over the last years, Europe’s natural and cultural landscapes – including the society living therein – have become increasingly vulnerable to wildfires.

In preparation for the event, Professor Goldammer has agreed to share his insights into the conference agenda topics. In the Euro-Mediterranean region, larger and more severe wildfires often are difficult to control. Similar trends are observed in other

AF 12 | aerialfiremag.com

regions of the world with similar climate and vegetation features speak for themselves, for instance Australia or California.

Until a few years ago, the climatic conditions in Central, Western Atlantic, Northern and Eastern Europe were advantageous. The fragmented and intensively cultivated landscapes, forests and protected areas experienced limited numbers of usually small-sized wildfires. More than a decade ago, the first warning signals came from the United Kingdom and Ireland, where the humid Atlantic climate began to change – along with unprecedented amount of wildfires affecting moorlands, heathlands and forests. Beginning in 2018, recurrent, long-lasting droughts affected the vitality and resilience of forests, agricultural lands and other open landscapes of Central and Northern Europe. Widespread desiccation of vegetation cover, associated with dramatically lowered soil moisture and water tables, created conditions favorable for wildfires.

Central and Northern European countries need to adjust to a new reality. This is calling for sharing expertise with other regions of Europe and the world, where experience in fire management methods had evolved over decades. The conference will provide a forum for exchanging expertise and visions for the future of landscape fire management. Conference contributions from Europe and North America will address the advances in technology development and the integration of aerial resources into concepts of building sustainable concepts of integrated fire management.

Lessons identified during cross-boundary cooperation in fire management in Europe during the peak of the pandemic are another theme of the conference. Representatives of the European

Commission will present the opportunities for sharing aerial firefighting resources in the frame of the rescEU agenda, which is an activity of the EU Civil Protection Mechanism. The aim of rescEU is to strengthen European preparedness for disasters and sharing capacities to respond to forest fires, medical emergencies or chemical, biological, radiological, and nuclear incidents. In terms of wildfire related information – early warning and monitoring of wildfires – the European Forest Fire Information System (EFFIS) provides support to rescEU.

Aerial Firefighting Europe 2021 will include a dedicated exhibition area which will offer the aerial firefighting technology providers the much-needed opportunity to meet face-to-face with new and existing clients and showcase their products to the global audience. Confirmed participants include DynCorp International LLC, Viking Air Limited, Conair Group, Perimeter Solutions, Fireboss LLC, Antavia Ametek, Columbia Helicopters, Inc., Overwatch Imaging, Airtelis, Ansett Aviation and Collins Aerospace among many others.

The conference will also shed light on special problems of fire management: Europe is bearing extended landscapes that are contaminated by the heritage of armed conflicts – unexploded ordnance (UXO) stemming from the World Wars, the Cold War and other recent conflicts. In addition, fires burning on territories contaminated by industrial waste or accidents, including radioactively contaminated areas of Eastern Europe, pose a special threat to society and fire and rescue personnel.

After a challenging time, Aerial Firefighting Europe 2021 will enable the aerial firefighting community to reconnect, share knowledge and define strategies for the global aerial firefighting market. Tangent Link Ltd has embraced the subject of Aerial Firefighting for over a decade with events taking place in key wildfire afflicted countries such as Greece, Croatia, USA, Spain, Australia, Canada, Italy and France since 2008.

aerialfiremag.com | AF 13

GPMS Announces STC on the Bell 212 & 412 Helicopter for its Predictive Health and Usage CORNWALL, VT — GPMS announced it has received an FAA Supplemental Type Certification (STC) for its Foresight MX health monitoring system on the Bell 212/412 helicopter platform.

Foresight MX brings 21s century predictive monitoring capabilities to the 212/412 platform.

Foresight MX is a next generation helicopter health monitoring system.

Said GPMS CEO and Chief Engineer Dr. Eric Bechhoefer: “There are thousands of 212/412 helicopters in operation today when you look at the commercial and military variants out there and only a small fraction have onboard HFDM, let alone a combined HFDM plus HUMS solution.

This STC furthers our mission to provide a costeffective, integrated flight and health monitoring solution for light and medium aircraft.”

Foresight MX is a next generation helicopter health monitoring system. Providing predictive Engine and Drivetrain Monitoring with remaining useful life estimates on all monitored components, Rotor Track and Balance, and Flight Data Monitoring with excess alerting, the system helps maximize readiness, lower maintenance costs, and enhance safety.

Foresight MX breaks from legacy solutions by fitting the weight and budget constraints of all operators. On the Bell 212/412 the Foresight kit has an STC weight of 7.41 pounds and cable weight of 7 pounds. The system is sold on a HUMS-as-a-Service model to lower upfront cost and ensure affordability.

Foresight MX is one of only two FAA certified HUMS systems actively sold on the H4SW Type Certificate.

The STC was done in partnership with Alaskabased Pathfinder Aviation which is also the launch customer on the platform. The installation was

AF 14 | aerialfiremag.com

performed at Oregon-based Precision Support Services, LLC, a FAA Part 145 repair facility.

Rogan Parker, CEO of Pathfinder Aviation, said “We are seeing more and more of our end customers demanding safety enhancing technology and selecting operators who invest to keep their aircraft current. Foresight MX will give us a leg up in a competitive market and — given its predictive capability — we believe it will also help us speed and streamline our maintenance process.”

Precision Support Services will join GPMS’s network of certified installation partners. Grayson Barrows, General Manager of Precision said, “The Foresight MX kit is well designed for ease of installation and we’re pleased to provide this service for operators seeking to put HUMS on board.”

Barrows added: “We also think Foresight will help us collaborate with our customers: If they see a trending bearing, for example, they can give us access, we can troubleshoot and develop a plan with the operator without having to even leave our facility – resulting in saving everyone time and money!”

More information can be found about Foresight MX for the 212/412 at www.gpms-vt.com.

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More Performance, More Productivity

Spidertracks Launches Insights Spidertracks is extending their Virtual FDR™ technology with Insights, a visual dashboard that collects a range of data, and advises operators on how their aircraft are flying.

AF 16 | aerialfiremag.com

Photo Credit: HF Helicopters SpiderXInFlight

Now is the right time to adopt FDM! Let’s face it, there are often endless reasons to forgo adopting new technology. In an industry where no two days are the same, the constant juggling required while operating an aviation business makes it easy for some priorities, like updating or initiating safety management systems (SMS), to fall by the wayside. It’s easy to do when things seem to be working alright as they are. After all, installing new technology can be a lot of work, expensive, and time-consuming.

The barriers keeping technology like flight data monitoring (FDM) from aviation are not new.

Unless you’re a commercial airliner, justifying a high cost across an entire fleet is enough to keep an operator away from adopting something new – even if it would also drastically change the way they looked at their operations.

From Black Boxes to Sensors FDM has gradually increased in use across aviation. It’s a natural progression from the black boxes of the past, which provided a way

for aircraft operators to investigate accidents.

As an investigative tool, though, it was often complex and technical. FDM of the past was a reactive approach to safety. Only after the black box was collected and the flight data downloaded could operators infer why an incident took place.

Over the last 20 years, FDM, or Flight Operations Quality Assurance (FOQA) as it’s known in North America, has become the most highly regarded and potentially effective safety initiative to reach aviation in the last 20 years. The only problem was that the cost and complexity of FDM programs made it primarily accessible for top-tier airliners only. Analysis of FDM shows its potential to act as a tremendous anticipatory tool for investigating root causes and risks associated with human behavior. Instead of an ad-hoc approach to monitoring flights for safety purposes, FDM gave airliners a systematic approach to measure risk.

The result? Commercial airliners continue to operate at the lowest rates of safety incidents in history. ➤

Your team, your aircraft, your partner in safety.

Know exactly how your aircraft are flying — missions are now becoming more than just a dot on the map.

www.spider tracks.com/insights

aerialfiremag.com | AF 17

The Risks are in the Data Despite advances in data-collecting technology, General Aviation has not yet had an entry point into the wealth of valuable insights that FDM can provide.

While FDM is a critical component of SMS in airliners, it is not a requirement for on-demand charters and commuter flights, known as Part-135 certified flights.

Increases in accidents across Part-135 aviation operators in recent years have caused the National Transportation Safety Board (NTSB) to include ‘Improve the Safety of Part135 Aircraft Flight Operations’ in their Most Wanted List of Transportation Safety Improvements for 2019-2020.

NTSB’s decision to recommend the adoption of SMS and FDM programs in aviation, came after a 2015 accident of a chartered business jet into an apartment complex while on the descent to a local airport. Their investigation found no SMS or FDM present – two safety components that NTSB believes would have prevented many of the incidents they have investigated over the last 20 years. In Engineering a Safer World: Systems Thinking to Applied Safety, Nancy G. Leveson notes that aircraft operators tend to move to a higher state of risk under various performance pressures until accidents become inevitable.

In other words, although time passing creates an assumption that all is well, it doesn’t mean that the potential risk has changed. Risk only increases until a significant loss occurs.

With 70% of Part-135 accidents attributed to human error, risks may show up in operational data - if operators routinely took notice. As Leveson mentions, there is nothing random about systematic factors that have not been corrected and have existed over time. The only problem is that the technology that records and relays this type of valuable information was not made with general aviation in mind.

It was never accessible enough – until now.

Turning Flight Data into Visual Data When Spidertracks launched Virtual FDR™ (Flight Data Recording) in 2019, operators in general aviation had access to real-time aircraft tracking that logged every 15 seconds, and was transmitted every minute through a dedicated Iridium® satellite channel. Users could virtually watch an aircraft on its flight path, and no place was too remote.

Now, Spidertracks is extending their Virtual FDR™ technology with Insights, a visual dashboard that collects a range of

AF 18 | aerialfiremag.com

data, and advises operators on how their aircraft are flying.

The data is uploaded automatically and wirelessly upon landing.

Insights enables aircraft operators to take on a proactive, rather than reactive, approach to safety, revolutionizing a sector that once relied on cumbersome, clunky, and expensive technology to understand incidents only after they occurred. Operators can access Insights through Spider X, a sleek plug-and-play piece of hardware that is easy to install and simple to use.

Spider X gives aviators the ability to capture and see information about their flights, such as roll, pitch, and yaw.

Operators can then set filters and parameters to measure this flight data. This can help mitigate future risks, enhance pilot training, see overarching safety trends and improve operational efficiencies in their business. When risks are flagged and investigated before they become losses, it saves operators money by eliminating avoidable expenses.

For decades, commercial airliners have benefited from identifying issues before they become a costly problem with FDM. FDM data helped an airport in North Carolina identify a problem with unstabilized approaches on its runway. By objectively identifying this reoccurring safety event, airline operators could come together and take collaborative action to create safer skies for their team and customers.

At its essence, Insights is enhancing safety by turning flight data into visual data to reveal areas of improvement and areas that may require further training. At its core, the Spider X is an entry point for the General Aviation industry into FDM – a proactive safety measure so obvious that it should be accessible for all.

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Goodbye Old Friend ...

FAREWELL GLOBAL SUPER TANKER

By Ryan Mason

AF 20 | aerialfiremag.com

If you are reading this story, then the worst has happened. Without any 11th hour savior, government intervention, or miracle, the Global SuperTanker, Tanker 944, is no longer in operation.

The Global SuperTanker was the third 747 to be converted into what is commonly referred to as a “Supertanker” configuration. The first two aircraft operated by now-defunct Evergreen Aviation, one of which still sits atop the Evergreen museum, which also houses the iconic “Spruce Goose.”

Tanker 944 performs what was to be its last drop during a publicity event in Moses Lake, Washington March 23, 2021. aerialfiremag.com | AF 21

Above: The Global SuperTanker returns from its last drop on March 23, 2021.

Right: Global

Global SuperTanker Services acquired the majority of Evergreen’s assets during the company’s insolvency, leading to the development of Tanker 944 (N944ST), a Boeing 747-400 previously owned by Japan Airlines as a cargo freighter. Conversion into the Global SuperTanker took place shortly after purchase, finally becoming the Spirit of John Muir, a nod to the man known as the “father of national parks” in the United States.

SuperTanker President Dan Reese speaks at the event focusing on Washington State’s efforts to court more aerospace business in

The Global SuperTanker would begin operations after certification by the FAA in September of 2016, fighting fires first abroad in Israel and Chile before gaining its first firefighting contract in the United States in California in 2017.

Moses Lake on March 23, 2021.

AF 22 | aerialfiremag.com

Dan Reese, CEO of Global SuperTanker, was, in recent weeks, in talks with Hilary Franz, Washington State Commissioner of Public Lands, among others, to discuss the potential, and options for multiple states to hire the GST as a

group. At a press event held at Moses Lake just three weeks ago, Franz attended by AerialFire Magazine, stated there was a desperate need for an aircraft the size of Tanker 944 to help fight fires that have caused significant losses over the past several years in multiple states. Despite interest from Washington, California, Oregon, and several other states, on April 19th, according to the press release put out by ownership group Alterna Capital Partners, the Global SuperTanker ceased operations.

Alterna’s press release, in part, paid homage to the leadership of CEO Dan Reese, stating, “In late 2018, the Alterna/GSTS vision was accelerated with the hiring of Dan Reese, former Chief, Tactical Air Operations at CAL FIRE as President of GSTS. Reese’s initial priorities were building a professional firefighting organization and re-engineering the Supertanker to meet and exceed all requirements defined by the federal Interagency Airtanker Board (“IAB”).

By 2019, the GSTS team had made significant enhancements to the SuperTanker drop system and conducted two months of successful missions in Bolivia. In 2020, further refinements to the drop system were completed, and GSTS was granted a “call when needed” contract by the U.S. Forest Service (USFS) for the first time. Additionally, California (CAL FIRE), Oregon, and Colorado “call when needed” contracts were awarded.

In 2020, the GSTS strategy and technology upgrade progress was validated by mission assignments from both CAL FIRE and the USFS.” Despite these successes, the financial belt-tightening of fire budgets after COVID may have signed the death knell for one of the most substantial air assets ever seen.

In an exclusive interview with AerialFire, Dan Reese spoke on his sadness not only on the demise of a project he and his team had poured their heart and souls into for so many years but his concern for the welfare of his staff. This included pilots, maintenance staff, and everyone else that had a hand in creating what was known throughout the world as a gamechanging aircraft when it came to fighting fires. ➤ aerialfiremag.com | AF 23

When speaking on his impressions of what led to Alterna Capital ending hopes for the continuation of the program, Reese stated many issues that did in and of themselves played a part in the demise of Tanker 944.

move the arrow in the industry along and continue to invest in modernizing the technology needed.

Still, collectively, when factoring in the unlucky timing of COVID-19 and its impact on global financing, all played a part in the investment company agreeing to end operations.

Unfortunately, there are multiple requests that we cannot handle, typically in the summer months with the fires that we’ve had. If we’re on an (exclusive) contract for the State of California, then we can’t realize those call when needed agreements that we have for other states like Colorado and Oregon. So it becomes a first-come, first-serve basis.” said Reese.

“It’s, it’s difficult to predict (fire danger) ahead of time.

Except for years like this, all the indicators are lining up to be a terrible year. You want to have the aircraft in a place where it can command the price that it should and engage contracts. However, it’s one aircraft. So, when there’s a need, we have multiple requests, but because it’s one aircraft, we can only accommodate one at a time. It was a really significant investment into the company to keep going and

While the future is uncertain for the Global SuperTanker as an aircraft and if it will remain in its current configuration, Reese, like many others, hopes the aircraft is snapped up by someone else to continue its service to countries in need. Reese sees the plane as much more than a financial burden as some may refer to it, but an essential asset that can make the difference in a firefight with the most significant retardant dropping capacity and the aircraft’s new digital drop system.

Above: Tanker 944 sits on the tarmac at Moses Lake, WA flanked by the hundreds of 737Max aircraft that are gradually returning to service around the world.

Left: Hilary Franz, Washington State’s Commissioner of Public Lands speaks at the event held at Moses Lake Airport on March 23, 2021.

AF 24 | aerialfiremag.com

Reese went on to explain the complexities of making a profit for the GST while trying to provide the best service possible with the existing technology, which appeared to be a more than complex task when factoring in the freedoms given by a call when needed contract for the company versus the financial stability of an exclusive use contract. A balancing act that Reese seemed to do incredibly well given the circumstances.

Funding Funding for the GST ahead of time for state and federal contracts has always been a struggle. Finding permanent funding for ongoing use in either exclusive use or call when needed contracts have always been the sticking point for the industry and an aircraft the size of the GST. That problem may be partially attributed to the way the governments prioritize the funding to fight fires.

Federal funding can be provided to states to fight fires, but typically, not until a fire has taken hold, which at times, as far as property and lives are concerned, can often be too late.

Much of the federal budget related to fire management is now centered around forest management practices and not fire suppression, which is a dangerous trend if not balanced.

The federal government may provide grant funding for firefighting through the Fire Management Assistance Grant (FMAG) program, which provides a 75 percent Federal cost share. The State pays the remaining 25 percent for actual costs.

According to the FEMA website detailing the FMAG program, “Before a grant can be awarded, a State must demonstrate that total eligible costs for the declared fire meet or exceed either the individual fire cost threshold - which it applies to single fires, or the cumulative fire cost threshold, which recognizes numerous smaller fires burning throughout a State. Eligible ➤

aerialfiremag.com | AF 25

firefighting costs may include expenses for field camps; equipment use, repair and replacement; tools, materials and supplies; and mobilization and demobilization activities.”

In essence, when it comes to large fires that qualify for an FMAG grant the federal government will pick up a significant portion of the tab. This implication means that there is often more incentive for LAT and VLAT aircraft to be sent to fight a large fire and make a difference, but not until the fire is well underway. As explained by Reese, “we are only one aircraft, and if fires break out in California, sometimes we are already on another contract and requests from others states or countries cannot be realized.”

The Rumor Mill While there has been much speculation on why the Global SuperTanker is winding up operations, one persistent rumor that continues to propagate is that Tanker 944 could not pass certification with the USFS, scheduled to take place just days after the announced closing down of operations.

This rumor was refuted by Reese, who explained in great detail what the certification process involved previously, what the company had done to rectify any listed issues or deficiencies, and how the aircraft was in his mind going to pass certification with flying colors.

The Global SuperTanker team of talented engineers, maintainers, and other staff spent the last year installing and testing the digital drop system. However, short of a significant cash injection or the company selling to another owner, the system is not likely to ever see action on a fire.

One of the much-publicized issues noted in prior certifications was the “trail off” of retardant, which Reese stated had been

Tanker 944 sits on the tarmac at Moses Lake Airport in Washington ahead of press tours of the aircraft.

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rectified prior to the 2020 season. This, along with other improvements that centered around ease of loading and drop pattern work. The GST team could calculate down to the gallon how much retardant was being used and what coverage was being applied on the ground, which at this late stage of the game, appears to have been for naught.

While other options exist, such as gutting the aircraft and returning it to a cargo configuration, the future is unclear for the aircraft that now sits idle in Moses Lake, Washington.

Just three weeks prior to the announcement of the GST ceasing operations, the company performed a water drop during a media day. The day was aimed at highlighting a bill to improve Washington’s firefighting response capability and promoting the State of Washington as an aviation industry destination for business. Unknown to anyone on the day, myself included, this was to be the last drop made by this iconic and life-saving aircraft.

While the bell has yet to toll for the final time on Tanker 944, the end is potentially near, and public sentiment is that of sadness, anger, and resentment that an aircraft that, while expensive, has saved countless lives, properties, and hundreds of thousands of acres of forest in its years of service.

Petitions have begun to circulate on change.org, stating the need for the service of the GST. In addition, hundreds of Facebook posts celebrating the aircraft or lamenting its potential loss have begun to pile up.

The future at this point for the GST may a bleak one, but only time will tell if she will fly again or if all the effort now being put in as a last-ditch effort to save her may be a case of too little, too late.

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www.taeaerospace.com Image courtesy of Steve Whitby Photography aerialfiremag.com | AF 27

COASTAL AIR STRIKE

THE NEW KID IN TOWN Story and Photos By Ryan Mason

Two of Coastal Air Strike’s FireBoss Aircraft scoop water during a training evolution in Hot Springs, Arkansas

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Since 2006, Michael Hutchins has continued to grow his aviation businesses based in Roe, Arkansas. Coastal Air Strike will offer a fleet of aerial firefighting aircraft that include two FireBoss amphibious aircraft and ten AT-802’s.

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Michael Hutchins began his aviation career in the vast and complex world of aerial application, initially loading aircraft and eventually, through hard work and determination, working his way to flying for the company that he now owns, Custom Air. Starting over 30 years ago, Michael Hutchins started working ground operations for Custom Air during high school and learned to fly while he was attending college. 1996 marked his first season as an agricultural pilot. Michael flew for Custom Air for the next 10 years until he purchased the business in 2006. Based in Roe, Arkansas Custom Air has evolved over the last three decades from aerial spraying, to custom fabricating parts and STCs to now bifurcating into two distinct disciplines, with his newest venture focusing on serving the aerial firefighting industry, Coastal Air Strike.

After a successful acquisition of Custom Air, Michael Hutchins began his journey into aerial firefighting by gaining accreditation to work as an aerial firefighting pilot during the off-season. He worked his first season fighting fires in Oklahoma for John Schwenk, then owner of AeroSpray Inc, which would later go on to be bought out by another company.

In 2010, Hutchins began investing in aerial firefighting aircraft as an additional business focus, purchasing the company’s first Air Tractor AT-802, adding a second in 2015 and a third in 2019.

This growth pattern continued to build over the years into what is now a purpose-built business from the ground up that serves multiple states on fire contracts. Over the next several years, Hutchins would continue to build the business reputation as a quality operation under the Custom Air brand.

In 2019, Michael along with some of his friends in the industry became aware of Fletcher Flying Service potentially being for sale. Fletcher Flying Service was a Florida-based operation that functioned like Custom Air as part agricultural spraying operation and part aerial firefighting operator.

After negotiations, the sale was finalized in 2020. At that time Custom Air became a separate business from the aerial firefighting operation, and Coastal Air Strike was formed. This created a new brand dedicated to the aerial firefighting world.

With the purchase, came the addition of aircraft and business premises in Florida.

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In addition to the purchase of Fletcher Flying Service, a decision was made to convert two of the company’s 802F aircraft to the FireBoss configuration, on amphibious floats, which allow the aircraft to fill from any water source with enough room to land and scoop on, versus being limited to only returning to base to refill the hopper.

Both aircraft’s conversions are now complete, and both Colby Smith and Coastal Air Strike Chief Pilot Aaron Vince will begin operations this summer with Michael Hutchins as a relief pilot.

Each FireBoss is identically configured with the Wipaire float system, Spidertracks aircraft tracking platform (which are fitted to all aircraft company-wide), HydraMax Fire Gates and a MaxViz Infrared Enhanced Vision System.

One of the aircraft also was upgraded to the MT Composite Propeller, an item that has just recently received its STC for the FireBoss.

“I have run the MT Propeller on personal planes, so with the weight savings on a standard prop and the added performance it offers, it was worth the added investment. You need all the performance you can get flying a FireBoss, and I can already tell the difference that the MT prop provides,” said Hutchins.

The company has ordered an additional MT prop to be fitted to the second FireBoss based on initial testing and performance.

Aircraft Expansion With the addition of Fletcher Flying Service into the operation in 2020, four aircraft were also added to the already growing fleet. Still, to continue growing and to provide enough aircraft to meet the requirements of some of the larger contracts, Hutchins turned to friends Shaun Harris (B&S Air) and Brent Carpenter (Hog Air) to start leasing aircraft to help with the expansion of the Coastal Air Strike fleet. The addition of these business acquaintances and their aircraft brought the total number of aircraft under the Coastal Air Strike brand to 12 two FireBosses and 10 Air Tractor AT-802s.

Making it All Work Although two other operators supply additional aircraft on a lease agreement to Coastal Air Strike, Hutchins serves as the company CEO, steering the company’s direction and what future growth the company continues to pursue.

Managing large contracts, a fleet of 12 aircraft, 17 pilots and multiple bases around the country, as well as looking for more work throughout the year does not, however, fall squarely on the shoulders of Hutchins. ➤

Each of the Coastal Air Strike fleet have an 800 gallon water drop capacity.

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Left: CEO of Coastal Air Strike, Michael Hutchins, has grown his businesses from a few aircraft doing agricultural spraying,

Coastal Air Strike employs two contract development managers, Bobbi Jo Otte and Sarah Lucas to fulfill those roles; completing new bid development and input from Chief Pilot Aaron Vince and office manager Maria Castaneda who assists in keeping the day-to-day operations of the company moving forward.

to now owning multiple businesses in Ag

Why FireBoss?

Aviation and Aerial

As with any company when commencing operations, Michael Hutchins had to look for an area that was underserved in the industry; hence converting two of the existing aircraft into the Fireboss configuration, banking on the marketability of having a fast-filling aircraft that can be back on the fire quicker than one that has to return to base be refilled. The FireBoss can stay on station for an entire fuel cycle, only needing a nearby water source to stay on a fire and continue drops.

Firefighting.

Above: Hutchins says that standing up an operation like Coastal Air Strike would be impossible without the help of friends likeChief Pilot Aaron Vince (pictured above) and

“The biggest thing we saw was that it would be advantageous to come into this market with the FireBoss, which adds value to our market when compared to a company that only offers straight SEAT aircraft, where the FireBoss side is not nearly as congested. So we merely see it as an opportunity to diversify our portfolio of airplanes.

In the future, we will move some over to floats and keep some on wheels, to not have all of our eggs in one basket,” said Hutchins.

Training The COVID pandemic caused Coastal Air Strike to make training adjustments like many others around the world. At the same time, Hutchins stated that the adjustments were minor, focusing on splitting training into smaller groups; he is looking forward to next year when things can hopefully return to normal. ➤

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The company completes all of its training in-house at its base in Roe, Arkansas, where pilots are put through both classroom and practical training focusing on firefighting operations .

Hutchins noted that while 2021 training was somewhat scaled back due to Covid, his plans for more in­depth training in 2022 include putting pilots through all the stresses of real fires - launching an air attack aircraft to conduct overwatch duties so that pilots are challenged with all the aspects that they would be on a real fire, simulating as much as possible of the real-world environments seen during an active firefight.

“My goal is to shape our company training into something similar to what used to take place in Safford, Arizona, that was put on by the federal government years ago. Next year, we’ll have our crews fighting fires around our home base. We’ve secured land that we can conduct actual burns

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on, so we’re going to have real fires going. We can send guys out to drop where they are pretty much doing every possible thing they’ll be challenged within the real world, except mountains, as we don’t find too many of those in this part of Arkansas.”

Below: Converting two AT-802 aircraft into the FireBoss configuration was a no brainer for Hutchins, believing that

“The idea is that you take some new guys, incorporate them with our more experienced guys in the company training session, where they start out really really simple with classroom stuff in the morning, then talk about what we’re going to do in the afternoon. Then in the afternoon session, we take what we learned in class and apply it to the real world.”

having the ability to fill aircraft quickly from a water source without returning to base will offer more time on target.

Right: Coastal Air Strike flies two FireBoss

Hutchins’ training syllabus focuses from day one to the end of training on challenging new pilots, making sure they can handle the rigors of the aerial firefighting industry and the complexities that can occur on a fire. While not only aiming ➤

Aircraft and ten AT-802 aircraft in their current fleet.

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to put out the fire in the fastest possible time, but also safely.

To do that Hutchins and other senior pilots at Coastal Air Strike will challenge pilots in a controlled environment to make sure that any mistakes made or knowledge increase needed is made before hitting the ground running in the fire environment.

I think if somebody has the right mindset, I think you can train them. And that’s the whole point of company training. I think you can train pilots on procedures and radio work easier than you can train somebody to be a stick and rudder guy.”

Pilot Selection

Even as CEO of Coastal Air Strike and Custom Air, Michael still climbs in the cockpit on a daily basis. He can’t envision a time where he becomes a non-flying CEO. “This is actually going to be the first year since I started in 1996 that I’m not going to be flying full-time. So, it’s a big transition for me. I can’t walk away from it and just be the guy at the desk on the phone. But I do have to be realistic about it and realize that a larger percentage of my time does need to be managing the operation. I am, however, really blessed from the standpoint that I am surrounded by outstanding pilots where I don’t feel like I have to be that gap anymore, which takes a load off my shoulders.”

While there is no “perfect solution” for the ideal aerial firefighting pilot for Hutchins, due to the nature of the work and the need for experience in a SEAT aircraft, Hutchins needs to look no further than pilots with agricultural expertise that are looking at getting into the aerial firefighting industry.

As an ag pilot himself with over 18,000 hours of low level, precision flight time, Hutchins knows how to spot a “good stick,” which he states is the essential part of being an aerial firefighting pilot.

Moving Forward

In a perfect world, Hutchins says that his ideal pilot would have a good mix of military/ commercial and agricultural flying as a background. “You can’t teach a good stick, you either have it, or you don’t” said Hutchins, referring to the natural ability to fly that many high-time pilots have developed.

Even as a somewhat newcomer with the rebranded operation of Coastal Air Strike, Michael Hutchins and his team are not newcomers to the aviation industry, which seems to run in his veins.

“Me personally, I’m probably going to lean towards an ag guy because I have 100% confidence in the fact that if something goes wrong, that guy is going to be comfortable in whatever situation happens in the airplane.

Coastal Air Strike continues to grow rapidly, which suits Michael just fine. His calm demeanor and affinity for aviation business ventures seem endless, as do the possibilities in the aerial firefighting world for Coastal Air Strike.

Tanker 231 is the first of two of Coastal Air Strike’s FireBoss aircraft to be fitted with the new MT Propeller.

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TAKING ACTION

Conair Conducts Off Season Preparation for Fire Season Success AF 38 | aerialfiremag.com

TO MITIGATE RISK

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Above: Conair offers pilots state of the art

Given the nature of the industry, aerial firefighting is faced with a unique set of risks, complex issues related to the health and safety of the dedicated team who perform the difficult task of protecting life, property, and resources from wildfire. While all organizations employ risk mitigation strategies to reduce exposure to threats and errors, some go above and beyond.

equipment like this Avro RJ85 Simulator.

Right: Conair training is not limited to just pilots. Here ground crew focus on refueling.

Photo by Jeff Bough.

Over the past 50 years, Conair’s safety program has evolved from one that reacted to unsafe events to address risks in-flight operations proactively. Not only does the company focus on inflight operations safety, but in other areas such as aircraft maintenance, training, health and wellness, and culture. Working on setting the highest safety standard for the global aerial firefighting industry.

Aircraft Maintenance Fire season success starts with safe aircraft.

Before deployment, all aircraft undergo enhanced inspections and maintenance to look for and address the wear and tear that inevitably results AF 40 | aerialfiremag.com

from aerial firefighting maneuvers, such as low elevation operations in turbulence and steep terrain. Conair’s rigorous inspection and repair program involves accessing and assessing the structural integrity of all components, including the use of sensitive Non-Destructive Inspection (NDI) methods such as x-rays. A thorough evaluation of each aircraft, with associated repairs, can take several weeks depending on the size and complexity of the aircraft type.

Supply chain agility and efficiency can be seen as the backbone of a successful aviation program. If you don’t have the right parts at the right time, you can’t dispatch to the fire. Proactively forecasting when aircraft parts will reach their end of lifespan while anticipating unexpected failures is a complicated dance that weaves together predictive analysis with years of experience. Conair’s Purchasing and Stores groups work together with Maintenance to have on hand thousands of parts for the wide variety of aircraft types in the fleet, fostering strong relationships with vendors and

Original Equipment Manufacturers (OEMs) around the world to secure necessary components when needed.

AME Training Every Aircraft Maintenance Engineer (AME) with Conair has been through a Transport Canada-approved school and has fulfilled on-the-job training to meet criteria that ensure that the apprentice touches all aircraft areas, compiling a wide array of knowledge across the subject spectrum. In all, it takes a minimum of 48 months to obtain an AME license.

In addition, Conair AMEs are required to complete an aircraftspecific training course, some of which are designed and delivered in-house. They are also trained on the specific Retardant Delivery Systems attached to the aircraft type,

including specialized electronic control systems training.

AMEs working on the company’s Bird Dog aircraft are given thorough training in the tactical avionics packages vital to agency partners. Everyone is educated in regulatory rules for independent checks of flight controls, plus all AMEs complete a type-specific technical course on the flight control system.

AMEs are also given the opportunity to use flight simulators to learn to operate the aircraft while on the ground.

Pilot Training Aerial firefighting pilot training at Conair includes technical ground training, simulator training, and flight training. Over 90 pilots are trained during March and April each year. The Flight Operations team conducts the complex schedule and logistics for the coordination of the activity. Conair conducts ➤

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its training following Transport Canada regulations. However, Conair pilot training far exceeds the minimum standard set by the regulatory body to ensure the highest level of performance by their pilots to meet safety and customer expectations.

With the onset of the COVID pandemic, ground training moved from a classroom format to a virtual setting. Conair Instructors following the Transport Canada approved Flight Operations Training Manual in a remote learning environment. In addition to this content, the company produces and implements additional training courses specific to the unique field of aerial firefighting.

“Course content includes both basic and advanced air attack; initial attack; formation flying; and wildfire behavior,” said Mike Harris, Chief Pilot with Conair. “Transitioning to online ground training was a challenge in 2020 at the start of the COVID pandemic, with the switch from in-person to remote learning occurring within 36 hours.”

This year has been more turn-key and refined, with pandemic restrictions still in place.

Firefighting Simulation Conair built their Training and Tactics Centre at their hangars located in Abbotsford, Canada, to provide their pilots with the ability to perform

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mission-based procedures within the safe environment of flight simulators. Everyone learns by doing, and repetitive practice using real-life scenarios in a controlled setting creates betterprepared pilots for fighting fires in the real world.

The Training and Tactics Centre includes an AVRO RJ85 Level D Full Flight Simulator, retrofitted for aerial firefighting, and an AT802 Level 5 Flight Training Device. Pilots of C208 Birddog and the new Q400AT travel to 3rd party simulator centers for their basic aircraft training before coming back to Abbotsford for their aerial work training.

Below: Conair’s expanding fleet now includes the Q-400 in addition to the RJ85.

Photo by Alexandre Dubath.

Right top: Maintainers are also put through their paces during

“Conair invests in the best training tools pilots can get – simulators.” continues Mike, “Most impressive is the Mission Training System (MTS), which, when completed, will be the first of its kind in the world. It incorporates up to six aircraft platforms – bird dogs and tankers - that can operate in concert over a simulated fire.” The aerial firefighting environment of the Training and Tactics Centre will boast fire propagation software; include target accuracy reports; feature realistic radio communications environments capable of simulating demanding multi-channel scenarios, and offer the measurable results of a contained fire where the team’s execution was successful.

Tight Teams Conair builds relationships during the maintenance and training period by teaming up crews who ➤

training with Conair.

Images by Jeff Bough.

Right Below: Simulators like the RJ85 simulator owned by Conair offer pilots the change to practice complex maneuvers in a controlled environment.

Photo by Jeff Bough.

aerialfiremag.com | AF 43

will be positioned together on remote bases in the upcoming fire season. Learning to communicate, trust, respond, and assist each other in a safe setting establishes a solid basis for team support when missioning out during stressful fire events.

Conair’s maintenance team are at their busiest during the winter season preparing aircraft like the pictured FireBoss for the upcoming fire season.

Conair Photo.

In addition, Pilots, AMEs, and the Flight Operations team undergo a Crew Resource Management (CRM) safety course. In years gone by, training focused on operations. Now training teaches risk management techniques while simultaneously requiring teams to identify hazards and communicate them to others, creating a safe response. Actions are debriefed to improve safety, efficiency, and procedures in a positive, constructive manner.

“CRM is a safety course that is intended to have the team think and work safely by planning ahead; evaluating consequences; communicating; identifying unsafe conditions; critically assessing how to proceed safely, and learning just to say ‘no’ when appropriate.” explains Leigh Barratt, Safety Management Consultant with Conair.

Topics include Threat and Error Management,

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Communications, Situational Awareness, Pressure and Stress, Fatigue, Workload Management, Decision Making, Leadership & Team Building, Automation & Technology Management, Case Study, Current Safety Trends, Lessons Learned, and more.

Focus on Wellness Fostering an environment that promotes physical and mental health, Conair dedicates time and effort to researching new methods to reduce stress and fatigue for crews during fire seasons.

The company has partnered with academic institutions such as the University of British Columbia and Camosun Innovates to study pilot workload and the role it plays in pilot fatigue and overall performance. “Pilots ‘hand fly’ through demanding, hot conditions, operating fully loaded air tankers low above treetops,” says Jeff Oliver, Director of Safety. “The research study generated a body of information to help us evaluate our pilot scheduling program and incorporate tools to provide a superior level of safety.” The next research project may be to study the effects of ➤

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stress and fatigue on the AME group, evaluating overall well-being and ability to adapt to the seasonal challenges of the position, such as working away from family and friends for extended periods during fire seasons.. Studying these human factors and responding with appropriate solutions or tools can create a safer work environment.

Culture of Support Living up to the organization’s values to support each other, refine safety practices, improve service, and be accountable, Conair is committed to promoting a culture of open communication, with strong organizational support for all team members to stay safe.

“We continuously adapt our in-house training program to incorporate lessons learned while in operation,” shares Neil McKinnon, Director of Maintenance. “We make sure we train based on risk assessment and technical complexity. If we see problems through our Quality Assurance program, we assess whether a new training component should be introduced.”

‘See something, say something’ and ‘never walk past an unsafe work environment’ are common themes at Conair in the context of a safe work environment.

Teams take advantage of opportunities to listen, learn and improve.

These apply to the firebase as much as they do in the hangar. If any Pilot or AME says it’s not safe to fly, the aircraft doesn’t fly. A team decision that ensures the ‘can do’ spirit in crews is tempered with analytical assessment, self-discipline, and controlled, mindful decisions. Aerial firefighting scenarios can be unforgiving. Taking action to mitigate risk is a constant for the Conair team.

Conair’s aerial fleet was significantly increased with the purchase of several Q-400s that are in the process of being converted from a passenger configuration to aerial firefighting aircraft. Photo by Eric Galliard.

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Columbia Helicopters Unveils Multi-Mission Helicopter Program AURORA, OREGON – Columbia Helicopters (Columbia) unveils its Multi-Mission Helicopter Program, featuring the proven Columbia Model 234 Chinook heavy-lift helicopter, developed as a single platform solution to support customers’ multi-mission requirements.

Columbia helicopters entered the multimission arena with their first aircraft, a Boeing Vertol 234 that can be configured for both aerial firefighting with an internal tank and passenger operations dependant on tasking.

“With larger and more intense events taking place with increased frequency around the world, such as fires, floods, hurricanes, and other natural disasters, demand is on the rise for helicopters with increased year-round, interchangeable capabilities,” says Santiago Crespo, Columbia Vice President of Growth and Strategy. “Our proven heavy-lift fleet has supported these calls for decades. With our Multi-Mission Helicopter Program, our aircraft can be quickly reconfigured in the field to support several missions, yearround, providing opportunities for increased rapid response, interagency cooperation, and cost efficiencies.”

The Multi-Mission Helicopter Program features Columbia’s Model 234 Multi-Mission Chinook helicopter and Columbia’s turnkey operational, training and lifecycle sustainment support.

Certified to civilian transport category standards, the base configuration of the Columbia Model

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234 is not subject to military surplus aircraft restrictions or the International Traffic in Arms Regulations (ITAR). It features the largest and most versatile internal cabin of any helicopter, capable of lifting external loads up to 25,000lbs (11,339kg), and a suite of Columbia customizations designed to rapidly reconfigure the aircraft between mission requirements.

In addition to the Columbia Model 234 Chinook’s world-class internal and external fire suppression and long-line cargo capabilities, the aircraft is a very capable transport workhorse. The helicopter can transport 19 passengers with Columbia’s side facing crash resistant seat configuration, and up to 44 passengers in an airline seat configuration.

The aircraft is equipped with an efficient internal cargo loading system using Columbia’s exclusive roller floor system that supports the loading and unloading of the HCU-6/E, or 463L Master Pallet widely used for transporting military air cargo.

Another feature that the aircraft provides is the ability to rapidly respond to mass casualty events with multiple stackable stretchers, side and rear rescue hoists, and advanced life support patient loading utility systems. Additionally, the aircraft can be configured for extended range operations giving it up to seven hours of endurance.

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Colorado National Guard Trains for Fire Season CENTENNIAL, CO– The Colorado Army National Guard’s 2nd Brigade, 135th General Support Aviation Battalion, is hosting an annual wildland fire training conference in partnership with local, state and federal partners to prepare for wildfire season.

Training will cover fire behavior, fire shelters, and airspace coordination.

LUH-72 Lakota, UH-60 Black Hawk, and CH47 Chinook aircrews will fly over the Denver metropolitan area April 13-18 as part of the annual training.

“This refresher training with our partners validates the Colorado National Guard’s readiness to protect the people of Colorado during wildfire season,” The Adjutant General of Colorado Brig. Gen. Laura Clellan said. “The equipment our Soldiers use for warfighting increases our fire suppression capability while crews are at home.”

The aircraft will drop water on simulated fire sites, build crew proficiency in fighting wildland fires, and assist ground forces during real-world scenarios.

and Wyoming will send Army National Guard aircraft and crews to participate in academic and flight training. In addition to aerial operations, the Colorado Division of Fire Prevention and Control and Boulder Fire will provide academic training at the Army Aviation Support Facility at BAFB. Training will cover fire behavior, fire shelters, and airspace coordination.

Throughout the front range, numerous city fire departments, civilian firefighting companies, the United States Forest Service, The Federal Aviation Administration, and various Denver water organizations and State Parks assist with and coordinate the training.

The USFS provides helicopter inspector pilots, who fly with and certify the COARNG aircrews, to ensure that they are fully proficient and capable of suppressing fires with precision and efficiency.

Months of planning have included coordination with local authorities for site locations, movement of equipment, and environmental considerations.

Emergency Management Assistance Compact partners Kansas, Nebraska, New Mexico, Oklahoma

Coulson Aviation’s Australian 737 Hits Hangar Door, Sustains Damage in Tarmac Incident Coulson Aviation’s Boeing 737 “Marie Bashir” was damaged in an incident while taxiing at Australia’s Richmond Air Force Base yesterday when it struck a hangar door in a slow speed incident that has caused significant damage to the nose cone and an engine cowling of the fire bomber that has been instrumental in Australia’s aerial firefighting operations since the aircraft’s arrival in Australia in August of 2019.

The Boeing 737 was added to the permanent fleet of Australian firefighting aircraft after a multi-year $26.3 million dollar deal was signed in May of 2019 with Coulson Aviation providing the aircraft, ongoing maintenance, and support staff for the aircraft that was immediately put to AF 50 | aerialfiremag.com

work in the devastating 2019/2020 fire season known as “Black Summer.”

Although little is known about the incident involving the 26-year-old aircraft that was converted to fire tanker use after service with Southwest Airlines, the New South Wales Rural Fire Service has stated that there will be an investigation completed into the mishap and the aircraft will remain grounded until repairs are completed. Thankfully, the aircraft is one of two located at the Richmond base, another identical aircraft still remains available if needed as part of the larger Coulson Aviation Australia fleet of fixedwing and helicopter assets based in Australia.

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Aviation Specialties Unlimited Announces NVIS FAA STC for UH-60

ASU’s new NVIS

BOISE, IDAHO—Aviation Specialties Unlimited (ASU) in Boise, Idaho, announced today the company obtained a supplemental type certificate (STC) from the FAA for NVIS (Night Vision Imaging System) use on the UH-60 Black Hawk helicopter. The aircraft, owned by Firehawk Helicopters (Firehawk) with a base also in Boise, will be used for firefighting.

system has been certified for use by the FAA in the UH-60 aircraft now being used in aerial firefighting operations.

Right: The first aircraft to be fitted with the NVIS system is this UH-60 operated by Firehawk Helicopters.

“This certification is essential to Firehawk’s firefighting mission, providing their crews the ability to operate their UH-60 fleet safely while utilizing night vision goggles,” said ASU Director of Business Development Chad St. Francis. “Firehawk can continue the ‘air attack’ into the night, taking advantage of the favorable environmental factors common after dusk, such as decreased winds, lower temperatures, and humidity. Also, ground crews and spotter aircraft can utilize ‘IR pointers’ seen only through night vision devices, providing increased situational awareness, identification and tactical management of priority target areas for an efficient night air attack.”

Before coming to Boise for the modification, the Firehawk UH-60 was deployed to help fight fires in Australia and provided disaster relief after hurricane Dorian. Firehawk currently operates a mixed fleet of nine UH-60 and S-70s and seven

AF 52 | aerialfiremag.com

Airbus H125 to support wildland firefighting and other commercial endeavors.

“This aircraft was originally configured for military use, which meant the cockpit lighting was minimal for covert operations. We added NVIS compatible flood and map lights and modified several pieces of equipment to optimize the lighting for both daytime and NVG operations,” explained James Haney, ASU Repair Station quality control manager. We were pleased with the modification and enjoyed working with the Firehawk team.”

There were approximately 4,000 UH-60s built, and twelve countries currently operate UH-60s around the world. The versatile Black Hawk airframe is used for various utility missions, including passenger transport, search and rescue, aerial crane, construction, aerial photography and video, and, of course, firefighting.

“This STC is important in continuing to advance the mission of safety for all of ASU’s customers that operate Black Hawk helicopters. There is an increasing number of UH-60s being used in civilian operations. It was great to partner with our fellow Boise, Idaho company on this potentially gamechanging STC for firefighting,” said ASU Vice President of Engineering, Kip McDermott.

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aerialfiremag.com | AF 53

DART Aerospace Receives Transport Canada Approval for Night Hover Refill Operations with Talon Helicopters’ AS365 Fire Attack System

Talon Helicopters AS365 is the first aircraft to be certified

MONTREAL, CANADA — In partnership with Talon Helicopters, DART Aerospace recently received Transport Canada approval for Talon to perform night hover refill operations with its DART AS365 Fire Attack System (FAS). The approval is the first step in pursuing a full FAA STC update to allow night vision goggles (NVG) aided and unaided night hover refill operations on all DART AS365 Fire Attack Systems.

for night time operations by Transport Canada.

This move comes as demand for night firefighting increases around the globe to help battle the world’s growing number of devastating wildfires.

Certified tanks like DART’s fire attack system are the only firefighting tool for night VFR flights The original AS365 FAS STC only allows ground fill operations at night. After purchasing the FASequipped aircraft, Richmond, B.C.-based Talon Helicopters requested DART’s support in removing night hover refill restrictions.

“We installed NVG capabilities on the aircraft in

AF 54 | aerialfiremag.com

preparation for increased firefighting support,” says Peter Murray, President of Talon Helicopters.

“Yet right from the get-go, we found the restriction on hover refills an obstacle to rapid response.

DART was unbelievably fast and accommodating in helping us remove this restriction.”

DART worked with Transport Canada and Talon, arranging NVG-aided and unaided flight tests to demonstrate the safety of night hover refill operations. DART submitted the flight test report and other certification documentation to Transport Canada.

“We recognize the extreme importance of helicopters in the battle against the world’s growing forest fires and our responsibility to help support our customers in that effort,” says David Shepherd, Vice President of Certification for DART. “The work with Talon helped pave the way for additional options on our future systems to further support night firefighting operations.”

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Coldstream Helicopters Expands Firecat Program to the United States with Precision Coldstream Helicopters will be deploying the AS332L1 to the United States with Precision Helicopters to fight fires

Mr. Robert Gallagher President and CEO of the Coldstream Group of Companies and Mr David Rath CEO of Precision (Helicopters), LLC and affiliated companies are pleased to announce the Firecat program has expanded to the United States. Under contract, Coldstream will provide multiple Airbus 332L1 - Firecats to Precision while helping support and converting Precision’s AS332L1s.

this season.

This joint collaboration is designed to augment and bolster USFS, Calfire and other State Forest agency Type 1 helitanker requirements this summer. These aircraft are Standard Category Type 1 Heli and are able to move up to 18 firefighters quickly to a fire (167 kts / 309 km/hr) and provide immediate

AF 56 | aerialfiremag.com

close air support with 10,000 lbs of water to protect communities. These are the newest Type 1 Standard Category Helicopters to enter the US aerial firefighting arsenal without restrictions.

The Coldstream Group has entered into a multifaceted contract with Precision based out of McMinnville Oregon to provide multiple fully equipped AS 332L1s converted into Firecats to support wildfire operations, electrical grid infrastructure, and construction across the United States. These aircraft with be fully operated by Precision and supported by The Coldstream Group of Companies in a leasing and technical support role.

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The crews of the California National Guard UH-60 and CH-47 involved in a harrowing rescue were awarded for their heroism during the Creek Fire.

HAI’s Salute to Excellence Humanitarian Service Award Helicopter Association International (HAI) is pleased to announce the California National Guard 40th Combat Aviation Brigade CH-47 and UH-60 Blackhawk Crews are the 2021 recipients of the association’s Humanitarian Service Award.

The award, sponsored by Sikorsky, honors the person or persons who best demonstrate the value of helicopters to the communities in which they operate by providing aid to those in need.

On the evening of Sep. 5, 2020, the rapidly growing Creek Fire in the Sierra Nevada Forest northeast of Fresno, California, had surrounded a large group of campers, hikers, and residents, leaving no avenue for escape.

Without assets to reach these stranded people, the Madera County Sheriff’s Office called for support from the California National Guard 40th Combat Aviation Brigade (CAB). The most deployed unit of the California National Guard, the 40th CAB also provides considerable support to Cal Fire (a department of the California Natural Resources Agency) during the state’s ever-growing fire seasons, employing its CH-47 Chinook and UH-60 Black Hawk helicopters for transport and water-bucket drops.

Chief Warrant Officer 5 (CW5) Kipp Goding was at home when he got the call for help from his brigade commander. There was a situation developing near the Mammoth Pools Reservoir, the commander told Goding. People needed to be airlifted to safety.

AF 58 | aerialfiremag.com

Goding, a Black Hawk pilot-in-command based out of Fresno, began calling his phone tree and quickly put together a crew that included pilot Chief Warrant Officer 2 (CW2) Irvin Hernandez and crew chief Warrant Officer 1 Ge Xiong. At the same time, the brigade commander had reached Chinook pilotin-command CW5 Joseph Rosamond, who then started making calls to pull together his Stockton, California-based crew: pilot CW2 Brady Hlebain, flight engineer Sgt. George Esquivel, and flight engineer Sgt. Cameron Powell.

What followed was a harrowing night that tested the limits of the crews and aircraft alike. An inferno fueled by bone-dry vegetation, bark beetle–killed trees, and strong winds, the Creek Fire was unpredictable, creating so much smoke the pilots couldn’t see to fly through it.

After navigating around Cal Fire airspace closed due to active tanker drops, the helicopters were forced to wait an hour until sunset when night-vision goggles gave them the advantage to see through the smoke.

Rosamond’s Chinook arrived first, landing on a concrete boat ramp at the reservoir’s edge as the fire burned all around. The flight engineers triaged people, prioritizing those with the worst injuries.

“These people were in flip-flops and Bermuda shorts, dressed to enjoy the Labor Day weekend,” Goding recalls. “They had burns, broken bones, difficulty breathing, and bad scrapes.”

The two helicopters each flew three flights, rescuing a total of 242 people and a significant number of pets from the blaze.

“It was really brutal,” Goding says.

“We’d return to Fresno, refuel, and head back. In that time, the fire was in a new position. During the day, the wind made it jump over vegetation, leaving green spots.

After sunset, the wind died down a bit, and the fire started burning those previously unburned areas.

As a result, we were forced to find a new route to the reservoir each time we returned. No two trips were the same route.”

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The crews pushed the limits of the aircraft in the high altitude and fire-fueled temperatures. Each aircraft reached maximum weight at some point during the night, yet mechanics back at Fresno inspected the aircraft and were able to give the green light to continue.

“In many ways, this was much worse than flying in combat,” Goding recalls. “In combat, you don’t see people shooting at you.

You focus on the job. In the Creek Fire, you saw the wall of smoke and flames. You were flying into it and seeing the terror on people’s faces. We did the job, just as any of our guard members would. I really want to emphasize that. We may be the ones that did this job, but we’re all doing these jobs every day.”

Because of the pandemic, HAI is acknowledging the achievements of this year’s recipients through a variety of virtual events, including a series of webinars relevant to the subject of each award. Each individual recipient or team will also receive a trophy and publicity surrounding their work.

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Perimeter Solutions Partners with 10 Tanker Air Carrier to Fight Mexico Wildfires

A 10 Tanker Air Carrier DC-10 drops a line of fire retardant. Photo by

CLAYTON, MO — Perimeter Solutions partnered with 10 Tanker Air Carrier, a world leader in aerial firefighting, to set up operations in Laredo, Texas to provide support to agencies in Mexico that work to extinguish and prevent the spread of active wildfires. Through this partnership, 10 Tanker provided a DC-10 aircraft for a base in Laredo, and Perimeter Solutions equipped their plane with its PHOS-CHEK® long-term fire retardant (LTR).

Fully qualified by the USDA Forest Service, PHOSCHEK is the safest, widest used, most effective, and most environmentally friendly LTR in the world.

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“This partnership is a great example of how you can bring resources together to better address challenges like wildfires, which are becoming increasingly pervasive and dangerous,” says Shannon Horn, Business Director, North America Retardant and Services for Perimeter Solutions.

“Compared to the capabilities that we have in the United States, including an expansive national agency like the US Forest Service that dedicates resources to preventing and suppressing wildfires, what Mexico has is very limited and it is imperative that organizations like ours and 10 Tanker provide this support.”

AF 60 | aerialfiremag.com

The partnership was put to the test in late March when a wildfire erupted in the Sierra de Santiago region in the state of Coahuila near Monterrey, Mexico. The fire started on March 16 and by March 25, more than 1,100 people were evacuated from their homes as the blaze destroyed roughly 20,000 acres of land. Perimeter Solutions set up a mobile unit on Sunday, March 28 and with 10 Tanker, they were in Coahuila to start the LTR drop. Unfortunately, they were met with unfavorable weather and had to delay their aerial campaign for a day. Once the weather cleared up and Captain Dan Montelli was able to take off in the 10 Tanker T-912, the team made an immediate impact, as the spread of the fire was slowed by the PHOS-CHEK LTR. “We completed ten missions during the Coahuila fires and dropped nearly 100,000 gallons of PHOSCHEK onto the fire zones. 10 Tanker is proud to partner with Perimeter Solutions in this important endeavor, and we are honored to play a role in the protection of life and property for the residents of Mexico,” says John Gould, president of 10 Tanker Air Carrier.

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Erickson Wins Three U.S. Forest Service Contracts for Upcoming Wildfire Season Erickson Incorporated

PORTLAND, OR – Erickson Incorporated, a worldwide leading operator, maintainer, and manufacturer of utility aircraft, announces three new USFS Firefighting contracts for the upcoming 2021 wildfire season.

operates a fleet of Air Cranes on firefighting operations around the world.

The USFS cooperates with CAL FIRE, US Department of Interior agencies Bureau of Land Management, National Park Service and Bureau of Indian Affairs, on aerial firefighting contracts.

Erickson has been working for the US Forest Service on firefighting contracts since 1995 and is a global leader in aerial firefighting, with current firefighting contracts in USA, Canada, Australia, Greece, Italy, and South Korea.

AF 62 | aerialfiremag.com

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“We are all thrilled to be supporting our longtime partner the USFS for this upcoming fire season.

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