August 2012 - California Fire Pilots Association

20
12
Au
gu
st
CFPA
NEWS
The California Fire Pilots Association newsletter
Tanker 70 over Bucks Fire .(ph Jeremy Ulloa)
News
Safety
Safety
Cal Fire Air Program
Wildfire Suppression Aircraft Transfer act
Ukiah AAB
An Airtanker history overview
F7F Tigercat from TBM Inc.(coll Tom Janney)
Airtanker Captain Bryan Baker
N°2/2012
August 2012
Happy Birthday Smokey
Smokey Bear is born the 9th August
1944.
PBY drop (photo via Santa Rosa AAB).
World Wild Web Tankers videos...
C-130J demo at Le Bourget Airshow 2011 :
http://www.patricksaviation.com/videos/cpasley/5495/
Tanker 81 drop :
http://www.youtube.com/watch?v=lUOSDE65U5Y
Tanker 78 drop :
http://www.youtube.com/watch?v=OWm5mt5Qits
Tanker 80 drop :
http://www.youtube.com/watch?v=dSOjWerhDYc
Remember, Only You Can
Prevent Wildfires
BYE RUSS
R
uss Looney retired at the end of
the 2011 fire season at age 63.
His last flight was honored by a
surprise Water Arc Salute timed with
a P-51 flyby, that was coordinated
between the Hollister Airbase, the
Unit and CALFIRE Hollister Fire
Station. Russ was moved by the
attention and was completely taken
by surprise, which was captured
by the local media. It was a fitting
celebration to his retirement that
involved brand new Tanker Pilot
Jimmy Ferreira riding along with
Russ on his last flight. He’s fully
enjoying his retirement, with his
family and first summer working on
his farm, something he hasn’t done
in 25 years. In addition to spending
time with family he has already taken
a few trips, one of them to Alaska,
something he couldn’t enjoy before.
Congratulations Russ, we miss you!
Editor : Jerome Laval / Graphic Design : Cyril Defever
Please forward your pictures and articles to: cfpanewsletter@yahoo.com
2
CFPA news
SAFETY
by Bryan COMBS
As we near the midway point of the fire season for CalFire Air Attack Bases we have maintained an excellent
safety record for 2012. As it has been and will most likely continue to be a busy fire season please keep in mind
that fatigue can be a factor. Let’s remain extra vigilant in our daily activities to our own state of rest as well as
the pilots, mechanics and firefighters around us.
Tanker 55-A Success Story of Reason’s Swiss Cheese Model
I
chose to reference this incident in that
it is a rarity in examining what the
pilot’s did right versus the usual focus
of deficiencies or improper actions pilots
made in an incident.
As pilots it is extremely rare to read a
report that praises our actions when an
incident or accident occurs. The official
USDA Forest Service Aircraft Incident
with Potential Report references the flight
crews’ positive actions as one of the screens
preventing this incident from resulting
in serious damage to the aircraft and the
crews’ lives. The report also references
Reason’s Swiss Cheese Model.
On June 03, 2102 a Lockheed P2V-7
Neptune operated by Minden Air Corp as
an air tanker was unable to lower the left
main landing gear due to a mechanical
failure when returning to the Porterville
Tanker Base after dropping their second load of retardant on a
fire in the Sequoia National Forest.
After returning to their home base at the Minden-Tahoe airport
and exhausting all options for extending the main gear the flight
crew made a successful landing using the crosswind to their
advantage to minimize damage to the aircraft. As the aircraft
slowed after touchdown it departed the runway and pivoted
around the left wing as it came to a stop. There was no post-fire
crash and the crew did not sustain any injuries.
The USFS investigation team assigned to the incident utilized
Reason’s “Swiss Cheese” model to provide a general oversight
of the organizational factors while breaking down individual
defects, errors, omissions, and positive actions. Reason’s model is
used to illustrate defenses throughout a system that are used to
prevent an accident. These defenses range from organizational
management
through
supervision,
unsafe conditions of the operator, and
individual error or violations. In the case
of this accident, failures in defenses were
evident in the mechanical malfunction but
positive strengths in the active defense and
preconditions reduced the severity of the
mishap, showing some of the systems in
place were effective.
The general observation of the team was
that this incident could be broken down
into two separate events; a mechanical
failure that prevented the aircraft from
being properly configured for landing, and
the actual landing sequence with one gear
in the retracted position. The following
were considerations in developing human
factors and how they affected the outcome.
August 2012
3
While the official report documents some organizational
factors which resulted in the crew being put in the situation
of an unsafe main landing gear, I have chosen the positive
factors the flight crew exhibited that we may also utilize
them when faced with an in-flight emergency.
Although there were Preconditions for Unsafe Acts noted,
we see some defense strengths begin to emerge that
reduced the severity of the final outcome. The following
categories document preconditions for Successful Acts
which limited Damage to the aircraft, no crash, no fatalities/
injuries:
(Operator conditions that enhanced safety)
● Mental State - No distractions- PIC statement that transit
time from Porterville to Minden allowed the crew a period
of no distractions to troubleshoot and contingency plan.
There was adequate time to cope with emergency- transit
time of 42 minutes and fuel for 4 hours
● Well rested- both pilot and co-pilot were within crew day
and rest period.
● Established and maintained very strong Situational
Awareness – crew managed workload through good Crew
Resource Management (CRM), task management
● Crew highly experienced, skilled, knowledgeable
● Strong and effective CRM
● Coordination and CRM ensured good backup
● Communication and coordination- cockpit, air to air, air to
ground, ground to ground were well executed
● Excellent briefing- Emergency Procedures, contingencies,
landing sequence, critical risk management
● Excellent use of available resources
● There were no findings that indicated errors, omissions, or
violations that would be associated with unsafe acts (Active
Conditions), however it was noted that there were several
specific indications of safe acts which positively affected the
final outcome:
Skill Based Strengths
● Prioritized attention
● Proper use of flight controls
● Strong adherence to procedures/checklists
● Good techniques
● Good a/c control
● Communication support from ground units enhanced
readiness
Decision Based strengths
● Executed proper procedures
● Adequate diagnosis of emergency
● Proper response to emergency
● Appropriate maneuvers
● Crew exhibited good decision making
abilities
Other
● Crew practiced and adhered to briefing
procedures to ensure good coordination
● Compliance with procedures
Utilized all onboard resources to
troubleshoot/execute ●
Emergency
Procedures
● Crew was current and qualified for
mission
● Crew collaborated with ground
maintenance and company resources to
resolve problem
● Followed emergency procedures as
specified
Bryan Combs
California Fire Pilots Association
Safety Officer
Phone: 209-890-5677
E-mail: migrantairworker@hotmail.com
You can view tanker 55 landing at:
http://wildfiretoday.com/2012/06/04/another-video-of-tanker-55-landing-on-compromised-landing-gear/
SAFETY
4
CFPA news
CAL FIRE AIR PROGRAM:
STATEMENT BY SENATOR JOHN McCAIN
ON THE WILDFIRE SUPPRESSION AIRCRAFT
TRANSFER ACT OF 2012
July 25, 2012
T
hanks to a great maintenance program, excellent
training and outstanding dedication of everyone
involved in Cal Fire’s aerial fire fighting program,
we are the Tip of the Spear to fight State and USFS fires.
OV-10’s, UH-1H and S-2T’s keeps being dispatched
everyday to multiple fires along the State.
With USFS’s reduced fleet of Airtankers it showed how
important is the aerial side of fire fighting. Supporting
ground fire fighters for Initial or Extended Attack,
Cal Fire’s fleet stepped up to the plate in July/August
2012 answering the calls for these USFS/BLM Fires in
California; Chips, Peak, Salt Creek, Dillon, Lost, Reading,
Lake Complex, etc…
Cal Fire aircraft : Safety, Efficiency, Effectiveness
W
ashington, D.C. – U.S. Senators John McCain
(R-AZ), Senator Bill Nelson (D-FL), and Senator
Diane Feinstein (D-CA) introduced bipartisan
legislation known as the Wildfire Suppression Aircraft
Transfer Act of 2012 that would transfer 14 excess
C-27J Spartan aircraft from the Department of Defense
to the Forest Service to help replenish the agency’s
aging airtanker fleet. The United States Air Force plans
to scrap the aircraft under its Fiscal Year 2013 Force
Reduction Plan, but the Forest Service says the C-27J
Spartan would become a vital component of its overall
airtanker modernization strategy. These aircraft would
provide a modern, flexible, and extremely efficient
Type 2 platform specifically designed to operate in
challenging conditions.
“The Forest Service needs to modernize its entire
airtanker fleet,” said Senator John McCain. “We have an
opportunity to take the C-27J, an aircraft the Pentagon
no longer wants, and give it to the Forest Service to
enhance aircraft safety and lower existing maintenance
costs. The C-27J should be kept in the service of the
American people to help our brave fire crews, rather
than sit in an airplane boneyard.”
Unlike past proposals that directed the transfer of
excess military aircraft to private firefighting contractors,
the legislation introduced by Senator McCain keeps the
aircraft under Forest Service ownership and dedicates
them solely to fighting wildfires. The bill would also
reauthorize a law that expired in 2005 that lets the
Department of Defense sell surplus aircraft parts to
private companies that perform maintenance on Forest
Service aircraft.
August 2012
5
Airtanker CAPTAIN BRyAN BAKER
T
anker 12 stopped by Redding mid July. I interviewed
the Captain in the warm breeze while we’re waiting
for a dispatch. Bryan started flying
Tankers in 2006 and he’s now a P2
instructor and check airman for Neptune
Aviation. Being the oldest son of Doug
Baker, he grew up running around Tanker
Bases, listening to his Dad’s stories and
other characters whom we all know; Billy
Hoskins, Bob Forbes, Bob Valette, Bob De
Vinny, Jim Barnes, etc. Flying a Tanker was
his goal, so he started flying at 13 and
never stopped ever since; passed all the
ratings, became aerobatic, T6, multi-engine
instructor and kept going until his first fire
season in 2006, Minden T55 copilot. In 2009, after being
trained by Jim Pape and Peter Bell, Bryan Became a Captain.
Bryan admits he’s grateful to fly the P2; great learning
platform to fight fires; “It forces you to stay ahead and be on
your toes at all times.” He says.
Always looking for an exit or … a gas station. “It seems
you’re always out of gas.” He continues.
Nowadays, Neptune Aviation’s P2’s are equipped with
accelerometers, strain gauges; the data is sent every two
weeks to the Lab. Smart concept and so far these Tankers
are flying within acceptable parameters. Going to work for
Neptune Aviation in 2011, Bryan is thankful to his company
for providing good maintenance and good training. Still, P2’s
don’t have fire suppression capability in case of engine fire and
there’s a lot of Magnesium parts in there. Not a good combo.
The other major drawback is the footprint
of the P2, which restricts the number of
suitable runways.
Besides the fact that it’s was in your blood
from the beginning, why flying Tankers? “It’s
the most dynamic, interesting, challenging
type of flying you can experience as a
civilian. Make good decisions, sound
judgment. It’s unpredictable; you’re sitting
at the Base one minute and the next you’re
dropping at the bottom of a canyon in the
smoke. Truly intense.”
Bryan believes USFS is stepping in the right direction when
we talked about the Next Generation Tanker; potential for
longer contracts (5years + 5X1 year) should help contractors to
invest and find solutions. It might attract new companies too.
Jet LAT’s like the Bae146, MD87 could change the industry’s
future very soon. Even if it appears to be late already.
Surprisingly the Dash8Q400 and C130H/Rads aren’t on the list.
The Q400 with a “saddle Tank” wrapped around the fuselage
has already been IAB approved. Recent airplanes , good
maintenance support with simulators available for training…
At 35, Bryan hopes for 30 more years of Tanker flying. He’s
confident Neptune Aviation is doing things the right way.
One issue seems to bother him though; Human Factor. With
no home base and a reduced federal tanker fleet , crews are
bouncing around all season, affecting the way of life and
retention of pilots; guys don’t stay in this industry and the turn
over rate is very high. Experts also predict a major shortage
of airline pilots in the next decade. So, in order to keep their
best Tanker pilots, aerial fire fighting companies will have to
consider rotating the crews thus providing a better schedule
and include it in the contract. It’s already done by helicopter
companies so why not? Longer contracts, better schedule will
certainly help this industry and consequently affects the safety
of flights.
Thanks Bryan! Congrats for your recent wedding and all the
best to both Tara and you.
Have a great season, see you on the next one!
T11 drop over Robbers fire (photo Wes Schultz).
6
Interview by Jerome
CFPA news
STRUCTURALLY, is a minute worth it?
eg. 25 Mile Fire Dispatch
3000’ AGL is the preferred minimum enroute altitude*
Fire
7 Mile Ring
13 Miles to Outer Rings
≤150 KIAS
Airport Ring
5 Miles to Rwy
≤150 KIAS
Speed & Travel Time to 5/7 nm Rings
@ 180 KIAS (196 KTAS)/13 NM = 3.97 Min
@ 150 KIAS (161 KTAS)/13 NM = 4.87 Min
@ 120 KIAS (131 KTAS)/13 NM = 5.95 Min
¥ 2012 Air Operations Guide, pg.14-15: Enroute climbs should be
accomplished between Vy and 160 KIAS & Enroute climbs will be
performed at low RPM (95-96%).
¥ 8300 Manual specifies that you will be at 150 KIAS or less prior to the 7nm
fire ring and within 5nm of the airport.
¥ Remember, the better you treat you airplane, the longer you will have a
job. Aircraft get worn out and go away, so do our jobs.
SAFETY
2011 LNU project (photo Wes Schultz).
August 2012
7
CDF Ukiah Air Attack Base Historical Events
Bywas
Battalion
Chiefand
Terry
A. Guerrero
MEU
In 1966 our current building
established
dedicated.
Infra-Red
Polaroid Film was used on
a 200 acre fire near Hopland for the first time in CDF’s
history.
Aerial Patrolmen were able for the
2/4 1965
Part 1Part
: 1949first time to see terrain that was otherwise obscured by smoke. Because of extreme fire weather for
the
first recently
time since
CO-OP’s
inception,
theabout
flightthe
cost per
acre
roseato
2 cents.and
A letter
“I was
asked
to write
an article
there
were
lotover
of bomber
fighterwas
pilots
In
1966
our
current
building
was
established
and
dedicated.
Infra-Red
Polaroid
Film
was used onto
written
by
the
Chairman
to
the
subscribers
explaining
the
circumstances
for
increased
contributions
folks here at CDF Ukiah Air Attack Base and what looking for work, and our timber and natural
a
200 acre
fire near
Hopland
for the first time in CDF’s
history.
Aerial Patrolmen
were
able for
maintain
patrols.
subscribers
agreedresources
that continued
were
needed
andthe
we do; but
upon The
looking
at some unanimously
of the previous
had apatrols
significant
value
placed
on them
first
time to see
terrain thatfunds.
was otherwise
obscured
by smoke.
Because
of extreme
fire weather
for
contributed
the additional
Subscribers
were
blocks
of numbers
that would
be
history around
the base here I thought
it would
be assigned
at a national
level.
the
first
time
since
CO-OP’s
inception,
the
flight
cost
per
acre
rose
to
over
2
cents.
A
letter
was
stenciled
on their to
vehicles
roof
tops. view of
more important
give you
a historic
written by the Chairman to the subscribers explaining the circumstances for increased contributions to
where our program comes from”.
maintain patrols. The subscribers unanimously agreed that continued patrols were needed and
A masterthe
list additional
was created
so the
Aerial Patrolmen
could identify
ranch
or land
contributed
funds.
Subscribers
were assigned
blocksthe
of subscriber,
numbers that
would
be
Long
before
CDF
Ukiah
Air
Tanker be
Base
was that vehicle. 600,000 gallons of retardant were
owner
andon
what
would
normally
driving
stenciled
theirperson
vehicles
roof
tops.
established
theretowas
thefires
Co-operative
Fire
pumped
by Ukiah
serve
in the Unit.
50,000 gallons alone were used on Horse Pasture Ridge
Patrol.
Co-operative
(CO-OP)
was7th.
a Average turn around time for reload at the base
east
of Covelo
in one 8Fire
hourPatrol
period
on August
A 2master
listorganization
was
thedone
Aerial
Patrolmen
couldyear.
identify
the acceptance
subscriber, ranch
land of
semi-private
co-operation
with
was
minutes.
781 created
reloadsinso
were
out
of Ukiah that
Broad
of the or
utilization
owner
and what
would
normally
be driving
thatstate
vehicle.
then
Division
ofperson
Forestry,
Mendocino
and
local
air
tankers
for fire
suppression
was officially
declared
wide.600,000 gallons of retardant were
pumped
by
Ukiah
to
serve
fires
in
the
Unit.
50,000
gallons
alone
were used on Horse Pasture Ridge
Mendocino land owners for the early detection of
east
of
Covelo
in
one
8
hour
period
on
August
7th.
Average
turn
around
time for reload at the base
wildfires. It began its first year of service in 1949.
1966
ended
with
167
fireswas
for 7163
acres.
was
2aircraft
minutes.
781
reloads
were
out
of Ukiah that year. Broad acceptance of the utilization of
The
that
was
flown
adone
1948
Stinson
air tankers for fire suppression was officially declared state wide.
1966 ended with 167 fires for 7163 acres.
On August 19, 1951 a lightning storm moved
through and again another on September 16th.
A total of 129 fires were started by the lightning
within the confines of our Unit; 59% of the fires
were detected initially by the CO-OP Fire Patrol.
Station Wagon.
In 1949 Mendocino Ranger Unit had 327 fires
for 23,832 acres. Lonnie Pool was the
contractor that provided the CO-OP Fire Patrol
services in the early days. Prior to CO-OP the
U.S. Military was responsible for providing aerial
detection of fires from 1940 until CO-OP started
in 1949. Of interest is the 1945 fire season; there
were 184 fires for 101,192 acres in Mendocino.
The post WWII years really brought
forth
an
F7F-3
Tigercat
interest in aerial fire suppression techniques as
-
Air Tanker E23 1964
[1]F7F-3 Tigercat
Air Tanker E23 1964
[5]
8
Almost all of the fires detected by CO-OP
were contained on average at 2 acres less then
other fires reported by lookouts or other sources.
This is attributed to early detection and CO-Ops
ability to quickly direct ground resources in and
provide them direction on how to best attack the
fire. In 1951 CO-OP reported a total of 81 fires;
19 fires were reported by lookouts.
CFPA news
1968 records show Jack Sweeley as the Chairman of the CO-OP Board that year. Jack worked for
Masonite Corporation at the time. Pacific Gas & Electric was an active participant as a CO-OP
subscriber. On the night of August 7th a severe thunder storm moved over Mendocino County. By
August 11th 118 fires had been detected and controlled. This lightning siege was described to me
early in my career and I was often told it would be back again. Louis (Lee Roy) Zwicky was promoted
from Air Tanker Base manager to Aerial Patrolmen. At some point during this time the term ‘Drop
Co’ (Drop Coordinator) changed to ‘Air Co’ (Air Tanker Coordinator). On one fire on Ridgewood grade
that summer, a total of five air tankers and the CO-OP patrol plane attacked a fire and contained it at
15 acres. The utilization of multiple tankers on small initial attack fires had now become common
practice. 1968 ended with 237 fires for a total of 685 acres.
Since the advent of the Fire Patrol and aerial fire suppression techniques, an obvious reduction on
the ten year average on acres burned had established itself. From 1948-1958 the ten year average
was 14,849 acres. From 1958-1968 the ten year average was 3,966 acres and in 1970 the ten year
average dropped to 2,469 acres.
F7F-3 Tigercat - Air Tanker E23
TBM Avenger - Air Tanker E24
[6]
August 2012
9
On September 30, 1970 Mendocino Unit
Ranger-In-Charge William F. Mann retired. On
August 1,1971 Thomas L. Neil was appointed
toRanger-In-Charge. Effective July 1, 1971 the
new position of Air Attack Administrator was
created at all California Division of Forestry
Air Attack Bases. The Air Attack Administrator
was responsible for the overall operations and
maintenance of the Air Attack Base, the
administration of Aerial Fire Detection, and Air
Attack activities within the air bases area of
influence. Ranger James ‘Jim’ Lampman,
fromthe Sierra Conservation Center, was
appointed Air Attack Administrator at Ukiah Air
Attack Base. Jim Lampman is still a
Mendocino County resident and lives on the
South Coast (2012).
On August 10th 1972, Tanker 22, a F7F, did
a wheel up landing at Ukiah Airport. The pilot
was uninjured and the plane did not suffer any
major structural damage.
In 1973 Tankers assigned to Ukiah were
Tanker 31, an F7F, with 800 gallons capacity
and Tanker 49, a Super PBY, with 1400 gallon
capacity. Both tankers came on contract on
July 11th. FireTrol was the retardant used that
summer at Ukiah. Sonoma was pumping
Phos Chek into its tankers. The only tankers
allowed to load out of Ukiah were F7’s, PBY’s,
and S-2’s. The B-17’s, C-119’s, DC6’s,
AF-2S’s and TBM’s reloaded out of Santa
Rosa and Rohnerville. S-2’s were new on the
scene with two stationed at Ryan Field. The
S-2’s came up to Ukiah in September to work
multiple large fires, including the Doghouse
fire that occurred on September 8th through
September 11th. The fire consumed 8,234
acres between Dos Rios and the Sand Banks.
It started in the Doghouse creek on the South
side of HWY 162.
Ukiah Air Base was staffed with two
AirCo’s daily plus the CO-OP Patrol.
June 21, 1971 Mill Creek had a fire that
burned 40 acres. This began an annual event
that continued well into the 1990’s. As of
recently (2005 on) we haven’t had many fires
there.
FC Dave Falleri
1971 ended with 174 fires for 2,576 acres
burnt.
In 1972 Roger Hillendahl and Gene
Starks were the Air Patrolmen. David Falleri
was the Air Base Manager. The Tankers at
Ukiah were a TBM and a F7F.
August was a busy month with several
large fires. August 6th in particular was a very
busy day. Several fires started; maybe you
recognize some of the names. As a young
fire fighter I heard the stories of fires such as:
‘Sizemore’, ‘Bear skin’, and ‘Covelo Road’. The
‘Mud Springs’ fire started August 8th and
burnt 1800 acres in a 24 hour period. All the
aforementioned fires occurred in the
Laytonville Ranger District.
SFR I Jim Lampman
[7]
10
CFPA news
In the spring of 1973 there was speculation
as to whether or not air tankers would be
allowed to work out of Ukiah. The FAA
declared Ukiah a “congested area” thus limiting
the size and types of aircraft allowed to use the
airport. Air tankers fell into the restricted
category, therefore the ruling would have
effectively halted any air tankers from working
out of Ukiah reload base.
Meetings were held between the Division of
Forestry, Sis Q Flying Service, and the FAA to
determine what could be done to alleviate the
situation. Approval to resume operations was
approved on July 10, 1973, pursuant to the
following:
1. No single engine Air Tankers would be
used.
2. Weather conditions and air traffic
permitting departures would be to the
south.
3. When departing to the north pilots would
use routes that avoided congestion
during climb out and depart.
Further complications arose when damage
to the runway and taxi way was discovered to
have been caused by air tankers. The Ukiah
City council, the airport commission, and the
Division of Forestry met to establish air tanker
weight limitations, and landing fees rates for the
various aircraft. The weight limitations were set
at 28,000 pounds with the exception of the
PBY.
and had departed from Columbia Air Base to
respond to a fire when it crashed.
Ukiah pumped 420,600 gallons of retardant
in 1973; 100,000 gallons shy of the previous
year. Rains in late September brought airbase
operations to an abrupt halt. October remained
quiet with only 10,800 gallons being pumped.
The base was closed down on October 10th as
fire season ended with 10,893 acres burnt.
1974 was a tragic summer in the history of
our Department and Ukiah Air Base’s history.
Three F7F pilots tragically lost there lives in a
three month period. On August 31st, Pilot Bill
Benedict of Ukiah Air Attack base lost his life,
after he struck a tree while flying Tanker 31, and
lost control of his aircraft on the Gummar fire
east of Hopland. Tanker 31 had struck a tree,
taking out the top of a tree and most of the
starboard control surfaces. The aircraft slewed
around to the left and crashed near a small
vineyard, exploding upon impact. The
explosion touched off a grass fire that was
quickly extinguished by crews working the
Gummar blaze. BC Jim Robertson was
a witness to this airtanker crash in addition to
another accident in 2001.
The two additional tanker pilots that lost
their lives in 1974 flying F7F’s were Pilots
Richard Miller, and Michael W. Fagan. Both
pilots lost their lives in separate accidents
taking off from Rohnerville Air Attack Base.
This limited the use of Ukiah tanker base to
F7F’s, PBY’s, and the newly developed S2-F
only.
August 25th, 1973 pilot Dick Rogers is
killed in a bell 206 helicopter after striking
wires with his aircraft.
F7F Air Tanker
One other crew member on board was
killed. This was a CDF contract helicopter
to be continued...
[8]
August 2012
11
AIRTANKERS, AN HISTORIC OVERVIEW
The sixties...
Text and photos collection Tom Janney
C
ontinuing with my four part series of aerial
firefighting in the State of California, in this
installment we’ll take a look at the 1960s. This
decade saw some of the most dramatic changes in
variety of aircraft, tactics and chemical used in fire
control. Unfortunately, this decade also saw the loss of
many good planes and pilots. Aerial firefighting is an art
form, choreographed with many physical variables and
limitations. It was during these formative years that we
all learned “The Dance”. Our dancing partners varied in
size and weight, and if we were lucky - we learned from
our mistakes. Tactics evolved to make the dance safer and
more effective. Improvements were made along the way
to make our dancing partners more friendly, but make
no mistake, this was still dangerous work in a volatile
environment with constant change. The 60s defined an
entire generation and aerial firefighting in California was
not left out of these winds of change. While this is not all
encompassing, I’ve tried to stick with the major points,
which this writer finds a challenge as so many things were
happening during these years. With that said, let’s take a
look back to the years that saw an industry grow up and
start to come of age.
In late 1959, many airframes were undergoing
modification for eventual use as a tanker platform and
in 1960 the available aircraft started to grow. Notable
among these were the Grumman F7F, North American
B-25 and AJ-1, Douglas A-26, Consolidated PB4Y-2 and
the huge Martin JRM-3 Mars. While the Mars was a
12
Canadian project, paid for by six lumber companies, who
would later be known as Forest Industries Flying Tankers
Ltd., I have included it here as an historical note, as it
represented not only the largest tanker of the time but it
would eventually see use in California in future years.
In 1960, the J. M. Jackson Company purchased three North
American AJ-1s from the US Navy’s Litchfield Park Arizona
storage yard and flew them to Long Beach California for
conversion. In June of that year, the first airframe was
tested over a fire in June, followed by a second test in
August. Eventually, two of the three aircraft would see
service and use throughout Southern California. With a
tank capacity of 2,000 gallons and a cruise speed of 230
knots, the AJ-1s were a valuable resource on incidents that
required tankers to come from an extended range.
CFPA news
In the late 50s, George Kreitzberg experimented
with a dual tank Grumman F7F-3, utilizing two 500
gallon fuel type drop tanks, one mounted under each
wing. Proving the concept, by the early 60s, several
operators were making use of this airframe, however
the tank system saw the biggest change moving from
wing mounted tanks to a single fuselage mounted
tank in both 800 gallon and 1,000 gallon capacity.
By 1963, there were ten F7F airframes being used
throughout the Western States, with seven of these
calling California home.
The North American B-25 started seeing conversion
in 1959 and by 1960, there were sixteen B-25 tanker
operators in the State of California. Most carried
1,000 gallon tanks either belly mounted or fitted
internally in the bomb bay. Early success varied with
each operator, however, in July of 1960 there were
four fatal crashes within days of each other involving
the B-25. Subsequently, the B-25 was banned from
use in the State of California. Testing was conducted
at Edwards Air Force Base in 1963 to determine the
cause of certain flight control issues which resulted
in the limited use of the B-25 elsewhere around the
Country and Canada. The last B-25 tanker was retired
from service in 1992, in Alberta Canada.
August 2012
The Douglas A-26 saw it’s first conversion in 1959 by
Aero Atlas in Red Bluff Ca. By the mid 60s, somewhere
between 50 and 60 A/B-26s were being used, some of
them in California for a short time. The aircraft exhibited
a 1,200 mile range coupled with a good airspeed and
an initial 1,200 gallon capacity. By the late 60s and early
70s, a majority of the A-26s had either found their way to
Canada, other non-tanker ownership or the scrap yards.
Having broken ground on the tanker industry in the 50s,
the new decade saw a multitude of Grumman TBMs flying
fires throughout the State. Companies like Hemet Valley
Flying Service, Sis-Q, Cal-Nat and many other smaller
operators had aircraft spread out from border to border
as the TBM was proving to be a reliable workhorse in the
industry and would serve well into the 70s.
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Starting in 1960, the Boeing B-17 entered the second
war in it’s career. Most having been surplussed by the
late 50s, the 4 engine supercharged airframe proved
to be a power hitter in the tanker world. By 1962,
B-17s were in wide use in California and around the
Nation. Aero Union and TBM Inc. stabled a number
of these and were a common fixture around the State
until the mid 70s. On average, a B-17 would carry
1,600 gallons of retardant although most were rated
for 1,800 gallons. Considering the B-17 was built for
war time punishment, the airframe proved to be one
of the most stable and structurally sound tankers at
the time.
With experimentation in the 50s, the 1960s saw the
widespread use of the Consolidated PBY both in the
US and in Canada. Even thought is was a slow aircraft
compared to several other tankers, it’s low speed and
1,500 gallon capacity contributed to it’s accuracy as a
tanker. Being an amphibious aircraft, several of these
had the capability of scooping water directly out of
lakes to refill the tanks but more often than not, they
remained land based.
14
CFPA news
Just as the 1960s ushered in a new
era of aerial firefighting, changes
in the technology and methods
changed as well. Where we once
saw Sodium Calcium Borate and
Bentonite loaded into the aircraft
thru openings on the top side of
the aircraft and mixed with water
during the tank filling process,
newer retardant solutions were
created that allowed it’s mix with
water prior to loading the aircraft.
Phos-Chek retardant was a product
that became available in 1962
which consisted of ammonium
poly-phosphate,
diammonium
phosphate, diammonium sulfate,
monoammonium
phosphate,
attapulgus clay, guar gum (or a
derivative of guar gum), and trade
secret performance additives.
Throughout the 60s, Phos-Chek
was manufactured in several
different formulations with varying
proportions of these ingredients.
ground personnel and faster turn
around times during fires.
A
included new items called eductors
and Hamp mixers. The ability to
premix the retardant and store it
allowed for easier loading for the
s the decade came to a close,
aerial firefighting in the State of
California had secured it’s place
in history. Old aircraft had found new
leases on life, the CDF had new tools
to use and a network of air attack
bases was in place from the Oregon
border to the Mexican border. Along
with the changes came new tactics,
new policies, and more efficient ways
of getting things done. We had indeed
learned to dance.
With this new retardant, new
mixing and storage facilities were
created as needed. Bulk storage
was now provided via silos, mixing
To be continued ...
August 2012
15
Bucks Fire
by Jeremy Ulloa
16
CFPA news
OV-10 S-2T, patches. $5 each. Contact Jerome : jeromelaval@hotmail.com
SALES CORNER
Any Base T-shirt, mug, poster, sticker, patch...to sell?
This page is yours.
August 2012
17
Robbers Fire
by Wes Schultz
18
CFPA news