August 2012 - California Fire Pilots Association
Transcription
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: [email protected] 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: [email protected] 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. 13 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 : [email protected] 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