July 2012 - California Fire Pilots Association
Transcription
July 2012 - California Fire Pilots Association
CFPA NEWS July 2012 The California Fire Pilots Association newsletter Air Attack 505, OV-10D, a new «tool» in the tool box .(ph Jerome Laval) Forewords Hint and tips Safety BFM on Leadplanes Pilot assignments Ukiah AAB Tributes... SEAT drop, 19 55 (coll Santa Rosa AAB) An Airtanker history overview N°1/2012 July 2012 F irst, I would like to express my appreciation to the pilots for their flexibility in meeting the schedule changes and aircraft assignments. 2nd, I would like to remind the pilots that they are expected to be able to operate all of the avionics equipment that is installed in the aircraft. I know that it is a rare occurrence that requires a change in the tone for a frequency, but the Command Channels do not have tones assigned and the pilot must be able to enter a tone on the transmit side. Chief Bill Payne AMU CAL FIRE Aviation Program T hank you to everyone for the hard work and dedication that was displayed during training. It was a bit of a transition in the tankers this year and I saw no degradation in the training performance. Also, wanted to give Chuck Lees a big “attaboy” for stepping right in and taking over as the Lead Tanker Instructor. door is always open if you have any comments, concerns, suggestions or just want to talk (in many cases, I should say the my phone is usually available). Thanks & stay safe. It appears that we are headed for yet another fire season without much Fed support. Please continue to utilize your training and experience to stay safe at the beginning (or middle if you are in Hemet/Ramona) of the season. Jeff Cavarra Program Manager DynCorp International, LLC CAL FIRE Aviation Program 5509 Price Avenue McClellan, CA 95652 Office: 916.561.3318 Mobile: 916.812.1931 Fax: 916.561.3324 e-mail: [email protected] Despite some rumors to the contrary, I GREATLY appreciate what each of you do every day. As usual, the Regards, FOREWORDS I want to wish each of you a very happy Fourth of July!! I also want to thank each and every one of you for your dedication to our program. I know it is very difficult to be away from your families for extended periods of time. I know the toll it takes upon you and the price you and your family members pay, especially on holidays. Thank you for your sacrifice. I would also like to thank each of you for doing an excellent job so far this season. I have not heard, nor do I know of, any major complaints this year. This can only be attributed to your great effort and performance. I deeply appreciate all that you do! With the flight crews we have lost this year, and so early in the season, please continue to keep your priorities in the proper order and remember what is truly important. Our job is to go home every night. The rest is gravy. Thank you again. I do appreciate it. Again, Happy Fourth Of July!! Todd Deline Lead Air Tactical Pilot NEWS - I.A Carded Captains : Congratulations to Jimmy Ferreira and Jason Carter, good job ! (Cameron, be patient, you’re next.) - Tanker trainees : Dan Rieger and David Kelly Jr. Have a good training. - New hire : Erik Hakenen. Welcome aboard. Editor : Jerome Laval, Editor Graphic Design : Cyril Defever Please forward your pictures and articles to: e-mail : [email protected] 2 L es Kohler retired before spring training after 22 years. Enjoy retirement Les and keep in touch. CFPA news SAFETY c D F F irst of all I would like to thank all of you for your support to the CAL FIRE Aviation Safety program while as was in the position of the Aviation Safety Officer. I hope that I was able to provide at least a small contribution to improve the Aviation Safety program during my tenure in that position and that you were able to see some benefits. I am currently enjoying the challenges and new opportunities that have come with my new position as the Fixed-wing Program Manager and am looking forward to working with all of you even closer. I would also like to introduce and welcome Glenn Galbraith as the new Aviation Safety Officer. Glenn comes to us from CalStar where he served as both an EMS helicopter pilot and in their Regional Aviation Safety position. Glenn has been flying helicopters for the past 32 years and has a wealth of experience that he brings to the table. This newsletter is coming out on the heels of a very busy and tragic beginning to the 2012 fire season for much of the U.S. The tragic losses of Tanker 11 and MAFFS 7 plus the loss of Tanker 55, (fortunately just the airframe and not the crew) will add additional scrutiny onto all of the airtanker programs including our own, and will almost certainly add additional pressure on our existing fleet in order to make up for the loss of the Federal resources in California. I do not know where the future will take the HINTS AND TIPS by Colin Rogers Federal Agencies and their aerial firefighting programs, but I do believe that we have a very solid program with the finest fleet, maintenance and flight personnel that there is. I also feel that our training program is hands down the best available and that you as pilots are all well trained and disciplined for the missions that you fly. However you fly in a very unforgiving environment, at very low altitudes, with very little room for errors or unexpected changes. If conditions are such that you are not comfortable with the risks involved in a particular mission or individual drop run then it is expected that you will exercise your authority as Pilot in Command and decline the assignment or suggest an alternative that you feel can be done safely. Your skills, knowledge and experience are unmatched anywhere; please use them to provide yourself and others the safest working environment possible. As the State’s wildland firefighting agency, it is a high priority for us to provide protection to life and property for the citizens and visitors to California, but remember all of you coming home safely from every fire or rescue mission is our number 1 priority. Thanks, c D F Dennis W. Brown CAL FIRE Fixed-Wing Program Manager Take a look at a couple of screen shots of an iPhone app that others with iPhones may find useful. It’s called Time Calcs, and it has a number of different time calculator functions. One lets you put in your out and in times, and tells you your elapsed time for that leg. Another enables you to keep a running total of all of your legs for the day. I know, I can do this in my head as well... pretty easily at the start of the day. But after lots of legs, my mind starts to fumble with the numbers, and this makes it nice and easy all day long. A well spent $1.99 in my eyes. Colin July 2012 3 SAFETY T he California Fire Pilots Association extends our condolences to the families and friends of the crews of Tanker 11 and Maffs Tanker 7. Our best wishes to the survivors of Tanker 7. We are also extremely happy that Mike Lynn, Lead Bravo 05, is still with us to lead another day! After the tragic start to the 2012 fire season it’s more important than ever that we be extra vigilant in all of our operations and band together to support each other! In an attempt to better educate ourselves, the following is an example of causal factors in an accident. I highly recommend further reading on Loss Aversion. I can easily think of several scenarios in the aerial firefighting business where loss aversion could influence us. The two that quickly come to mind are firefighter’s or homeowner’s lives on the ground being threatened and our action’s to help. Knowledge and the ability to identify any of these chains or behaviors could make the difference in our survival. Anatomy of An Accident-Taking off at Tenerife An excerpt from SWAY, The Irresistible Pull of Irrational Behavior By Ori Brafman and Rom Brafman The following excerpt examines how as humans we can become negatively influenced by Loss Aversion. The Pilot The passengers aboard KLM Flight 4805 didn’t know it, but they were in the hands of one of the most experienced and accomplished pilots in the world. Captain Jacob Van Zanten’s attention to detail, methodical approach, and spotless record made him a natural choice to head KLM’s safety program. It was no surprise, then, that the airline was keen to show him off. One magazine ad featuring the smiling captain captured it all: “KLM: From the people who made punctuality possible.” The Scenario On the flight deck of the 747, en route from Amsterdam to Las Palmas Airport in the Canary Islands, Van Zanten must have felt a sense of pride. Today’s trip was moving along with the smooth precision that had become his hallmark. The schedule was straightforward: land in Las Palmas, refuel, and transport a new set of passengers back home to Holland. But then Van Zanten received an urgent message from airtraffic control. A terrorist bomb had exploded at the airport flower shop, causing massive chaos on the ground. Las Palmas would be closed until further notice. The captain knew that at times like this the most important thing was to remain calm and proceed with caution. He had performed drills preparing for this kind of situation countless times. In fact, Van Zanten had just returned from leading a six-month safety course on how to react in exactly this kind of situation. Following standard procedure, the captain obeyed orders to land fifty nautical miles from his original destination, on the island of Tenerife. There, at 1:10 pm his plane joined several others that had been similarly diverted. With his plane safely parked at the edge of the runway, the 4 captain checked his watch. Seeing the time, he was struck with a worrisome thought: the mandated rest period. After getting in touch with HQ and performing some quick calculations, Van Zanten figured the latest he could take off was 6:30. Flying after the start of his mandated rest period was out of the question. But taking the rest period would open its own can of worms. There would be no replacement crew to take over at Tenerife. Hundreds of passengers would be stranded overnite. This delay would cause a cascade of flight cancellations throughout KLM. A seemingly minor diversion could easily become a logistical nightmare. Enter Stress It’s easy to imagine the stress that Van Zanten was experiencing and why he became so determined to save time. It seemed that for every action he took to stay on schedule he was conspired against. He kept the passengers on the plane so he could leave quickly and began refueling. As the aircraft was being refueled, word came from the tower that the Las Palmas airport had finally reopened. But it was too late to stop the 35 minute refueling process. Finally, just when it looked like the plane was set to go, nature threw its own wrench into the plan: a thick layer of fog descended upon the runway. Kicking himself over his decision to refuel, Van Zanten became even more intent on getting under way. With the fog growing thicker, visibility dropped to just 300 meters-so poor that gazing out the cockpit window the captain couldn’t see the end of the runway. Van Zanten knew that every moment the fog got worse made it that much likelier that the Tenerife tower would shut down the airport. It was now or never-time to go. But what the captain did next was completely out of character. Van Zanten revved up the engines, and the plane lurched down the runway. Wait a minute, “Van Zanten’s copilot said in confusion. We don’t have ATC clearance.” “I know that,” replied the captain as he hit the brakes. “Go ahead and ask.” The copilot got on the radio and received airway clearance, but the tower said nothing about the vital takeoff clearance. And yet, determined to take off, Van Zanten pushed the throttles to full power and roared down the foggy runway. CFPA news The Accident The jumbo jet was gaining momentum when, seemingly out of nowhere, the scariest sight Van Zanten could have imagined appeared before him. A Pan Am 747 was parked across the runway, and Van Zanten was approaching it at take-off speed. There was no way to stop or swerve. Instinctively, Van Zanten knew that his only chance was to take off early. “Come on! Please!” the captain urged his plane. He pulled the aircrafts nose up desperately, dragging its tail on the ground and throwing up a blinding spray of sparks. The nose of Van Zanten’s plane managed to narrowly clear the parked 747. But just when it looked like he was in the clear, the underside of Van Zanten’s fuselage ripped through the top of the Pan Am plane. The KLM plane burst into a fiery explosion as it hurtled another five hundred yards down the runway. Van Zanten, his entire crew, and all of his passengers were killed. In all, 584 people lost their lives that day. The aeronautical community was stunned. It was by far the deadliest airplane collision in history. An international team of experts descended upon the Tenerife airport. It was clear that the other plane on the runway had missed a taxiway turnoff and ended up in the wrong place. The thick fog contributed to the disaster. Despite all these factors, though, the tragedy would never have occurred if Van Zanten hadn’t taken off without clearance. Why would this seasoned pilot, the head of safety at the airline, make such a rash an irresponsible decision? Loss Aversion A growing body of research reveals that our behavior and decision making are influenced by an array of psychological undercurrents and that they are much more powerful and pervasive than most of us realize. These undercurrents and forces include loss aversion (our tendency to go to great lengths to avoid possible losses). We experience the pain associated with a loss much more vividly than we do the joy of experiencing a gain. Essentially, we overreact to perceived loss for no apparent logical reason, and this aversion to loss plays out in our own decision making. The losses that Van Zanten was trying to avoid were all the downsides of the mandated rest period: the cost of putting up the passengers, the chain reaction of delayed flights, and the blot on his reputation for being on time. Van Zantens’s desire to avoid a delay started out small enough. At first he simply wanted to keep passengers on board to save time. But as the delay grew longer, the potential loss loomed larger. By the time an overnite delay seemed almost inevitable, Van Zanten was so focused on avoiding it that he tuned out all other consideration and, for that matter, his common sense and years of training. http://www.awesomestories.com/assets/klm-captain-jacob-vanzanten Bryan Combs California Fire Pilots Association Safety Officer Phone: 209-890-5677 E-mail: [email protected] July 2012 Tactical Air Operations Standardization T his year is already proving to be more active than the past several years. More over the fuels and predicted weather patterns seem to be indicative of us having a busier fire year. Although our aircrews are well trained and our maintenance is second to none, it will be important for us all to maintain our diligence to operations and safe practices. I truly believe our aviation successes stem from the working relationships we have forged between our pilots, mechanics and agency personnel. Sometimes doing the right thing does not make it the easy thing to do, and as difficult as it may be sometimes, I challenge everyone to do the right thing. We look forward to supporting you. Safe flights, Division Chief Dan Reese FOREWORDS O ver the past three years strides have been taken to standardize many of the daily operations being conducted at our Air Attack and Helitack Bases. Aircraft dispatching was one of them. Although past department policy outlined what was to be covered it was often not delivered to bases in a consistent and complete manner. Last summer saw the roll-out of a standard dispatch form, the CAL FIRE FC-106 and subsequent dispatch script. Both Region dispatch centers (GACC’s) now deliver the needed dispatch information as per the FC-106 form. Every pilot should be receiving the information outlined on the form from their base of dispatch. I would also encourage keeping a copy with you in your aircraft to utilize on a divert. Communications as you know are one of the biggest faults found with aircraft incidents or potential incidents. Be sure to leave with all information on the form filled in. Your base managers can help you receive this form electronically or hard copy. Fly safe, BC Garrett Sjolund 5 Basic flight manoeuvring on leadplanes By Joe Satrapa BFM on Lead Planes Several indications that Basic Flight Maneuvering on Lead Planes and terminology need be reviewed: If a Tanker Pilot requests a Lead to slow down in a turn in order to close nose to tail, or asks him to increase speed to open, it demonstrates a lack of understanding of Basic Flight Maneuvering. After conferring with the finest Lead Plane Pilots in the business, (Bob Coward, Lynn Flock, Rick Haagenson, Bill Buckley, Mike Lynn) a short expose` on voice procedures and BFM (on a Lead Plane) follows. It is merely meant as a refresher on what Lead Plane pilots expect the Tanker pilot to know and do. 2. Prior to turning final, tankers may vary their nose to tail on the lead by.. “lead or lag pursuit” on the projected trail position they desire behind the lead. Slight vertical changes in altitude can be used to enhance lead or lag pursuit: i.e. modified high or low yoyo’s: modified ¼ chandelles while crossing the trail airspace aft of the Lead to acquire the desired nose to tail. Very minor 3. power corrections are necessary. Figures 1 & 2 pertain. 1 1 Fig 1 2 2 1 2 1 Fig 2 2 1. Inbound,, monitor the tactical frequency as early as possible so you have SA on arrival. Next tanker up after preceding tanker dropped and is clear, is expected (for left turns) to be at assigned altitude aft and slightly right of lead plane for next drop. This is called “the perch”. Maneuvering to this position on the Lead is BFM. When cleared by the Lead, decent to a position slightly high at his six O’clock at the desired nose to tail distance, is approved. 4. If the topography is too tight or the visibility is marginal, mild slides to outside or minor cuts to inside to maintain a comfortable trail position on the lead might be difficult/unsafe.. ask for a show me and fly the profile yourself… if you saw the last tanker drop ask if he wants you to extend, or tie into last drop. It will not be an issue with the lead. They are only there to help. 5. Ask if the lead is flying the wind correction or if you will determine the offset: This is a legitimate question. Lead planes on final, fly about 80ft to100ft above the highest terrain in order to give us some look down and diminish parallax when they mark the drop zone. (do not gauge your drop altitude by the lead plane) he is lower for the above reason. 6. Overrun and under runs on the lead are not acceptable. If you overrun the lead high, you must broadcast, “overrun high, lost sight breaking right/left” ! Under runs…same important info: These two events should ‘Never’ happen: Inattention to deteriorating visibility is usually the cause. 7. Unless otherwise briefed, the Lead Plane usually hugs the terrain, turns left and has received acknowledgement from the Tanker pilot that he will be exiting in a right climbing turn. The lead expects to look up aft and right during his exit and see the tanker. Any deviation from the understood exit strategy must be broadcast by the deviant. 8. If further Lead Plane /Tanker clarification is desired: The Interagency Supervision Guide, Chapter 9, Tactical Aircraft Operations, Rev 2009…. specifically pertains… with online access. An ounce of gauge is worth a pound of knowledge! Vr Satrapa Joe 6 CFPA news 2012 Cal Fire Air-Tac & Airtanker Deployment Schedule BASE TYPE N TAIL # CREW Start END Day Off Relief Base Mech. & Day Off ROHNERVILLE OV10 N413DF A120 Stefanie Kudar 6/16 10/15 Fri Lee Donham Tim Huber FOT S2T N440DF T96 Jerome Laval 7/1 10/15 Sun/Mon Jim Cook (12/2) OV10 N421DF A240 Del Schulte 6/16 10/15 Thu Lee Donham REDDING S2T N442DF T94 Tim Daly 6/16 10/15 Thu Jim Cook RDD S2T N448DF T95 Charlie Jones 6/16 10/15 Wed Jim Cook Bob Coward 6/16 10/15 Fri King Air ATGS Trainer CHICO OV10 N402DF A210 Patty Wagstaff 6/16 10/15 Sat Jimmie Bryant CIC S2T N450DF T93 Brad Baker 6/16 10/15 Sat Colin Rogers UKIAH OV10 N410DF A110 Bob Devinny 6/16 10/15 Sat Lee Donham UKI S2T N434DF T90 Jason Carter 6/16 10/15 Wed Bill Buckley S2T N428DF T91 John Butts 6/16 10/15 Tue Bill Buckley SANTA ROSA OV10 N414DF A140 Erik Hakenen 6/16 10/15 Wed Lee Donham STS S2T N433DF T86 Bob Valette 6/16 10/15 Thu Bill Buckley S2T N438DF T85 Jim Barnes 6/16 10/15 Fri Bill Buckley GRASS VALLEY OV10 N408DF A230 T Haagenson/R Haagenson 6/16 10/15 Sun Jimmie Bryant GOO S2T N426DF T88 Jimmy Ferreira 6/16 10/15 Mon Colin Rogers S2T N425DF T89 Joe Satrapa 6/16 10/15 Sun Colin Rogers OV10 N401DF A440 Brian Combs 6/16 10/15 Mon Jimmie Bryant COLUMBIA S2T N422DF T82 Duane Cornell 6/16 10/15 Thu Phil Johnston O22 S2T N424DF T83 Jim Dunn 6/16 10/15 Wed Phil Johnston HOLLISTER OV10 N415DF A460 Ray DiLorenzo 5/7 10/31 Tue Jimmie Bryant CVH S2T N445DF T80 Rich Schlink 5/7 10/31 Thu Vito Orlandella S2T N449DF T81 Craig Hunt 5/28 10/31 Wed Vito Orlandella PORTERVILLE OV10 N400DF A410 Cameron Douglas 5/7 10/31 Wed Lee Monson PTV S2T S2t N436DF N431DF T76 T78 Ted Mundell Bruce Wickert 5/7 5/28 10/31 10/31 Mon Tue Phil Johnston Phil Johnston OV10 N418DF A340 Mark Donnelly 5/7 10/31 Thu Lee Monson PASO ROBLES S2T N439DF T75 Bob Pixton 5/7 10/31 Mon Vito Orlandella PRB S2T N444DF T74 Anouk Lebris 5/28 10/31 Tue Vito Orlandella Todd Deline TBA King Air ATGS Trainer HEMET OV10 N429DF A310 Lynn Flock 4/23 11/30 Tue Lee Monson HMT S2T N435DF T72 Deen Oehl 4/23 11/30 Mon Bob Forbes S2T N437DF T73 Mike Venable 5/7 11/30 Sun Bob Forbes RAMONA OV10 N409DF A330 David Gregg 4/23 11/30 Mon Lee Monson RNM S2T N427DF T70 Billy Hoskins 4/23 11/30 Sat Bob Forbes S2T N432DF T71 Doug Baker 5/7 11/30 Fri Bob Forbes S2T N441DF T100 SPARE OV10 N407DF A430 SPARE OV10 N403DF A500 SPARE McCLELLAN MCC Airtanker Airtanker Lead Chuck Lees Air Tac Air Tac Lead Todd Deline TRAINEES TYPE BASE START END Day Off Dan Rieger S2T STS 6/16 7/31 Thu UKI 8/1 8/14 Tue GOO 8/15 9/2 Sun O22 9/3 10/15 Wed Dave Kelly S2T HMT 10/16 11/9 Fri RNM 11/10 11/30 Wed O22 6/16 8/1 Wed GOO 8/2 8/16 Sun STS 8/17 10/15 Thu As Available UKI July 2012 RNM 10/16 11/7 Wed HMT 11/8 11/30 Fri Tue John Sortomme Mon Bill Burnard Sun Pat Brown Thu Toby Anderson Tue Ed LaManna Sat Mike Silva Fri Kim Myers Sun Giovani Maduena Fri Frank Vasquez Wed Travis Bailey Wed Rick Schondel Mon RELIEF PILOTS Lee Donham Jimmie Bryant Lee Monson TYPE OV10 OV10 OV10 BASES FOT-RDD-UKI-STS CIC-GOO-O22-CVH RNM-HMT-PTV-PRB START 6/16 5/7 4/23 END 10/15 10/31 11/30 Day Off Mon Fri Fri Jim Cook Colin Rogers Bill Buckley Phil Johnston Vito Orlandella Bob Forbes S2T S2T S2T S2T S2T S2T FOT(12/2) - RDD CIC-GOO UKI-STS O22-PTV CVH-PRB RNM-HMT 6/16 6/16 6/16 5/7 5/7 4/23 10/15 10/15 10/15 10/31 10/31 11/30 Fri Wed Sat Sat Sat Wed 7 CDF Ukiah Air Attack Base Historical Events By Battalion Chief Terry A. Guerrero MEU Part 1 : 1949- 1965 “I was recently asked to write an article about the folks here at CDF Ukiah Air Attack Base and what we do; but upon looking at some of the previous history around the base here I thought it would be more important to give you a historic view of where our program comes from”. there were a lot of bomber and fighter pilots looking for work, and our timber and natural resources had a significant value placed on them at a national level. Long before CDF Ukiah Air Tanker Base was established there was the Co-operative Fire Patrol. Co-operative Fire Patrol (CO-OP) was a semi-private organization in co-operation with then Division of Forestry, Mendocino and local Mendocino land owners for the early detection of wildfires. It began its first year of service in 1949. The aircraft that was flown was a 1948 Stinson 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. 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. 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. The post WWII years really brought forth an interest in aerial fire suppression techniques as [1] 8 CFPA news Between1954 and 1957, CDF used several small air tankers on a call-when-needed basis. These were primarily agricultural spray airplanes converted for use as firefighting aircraft. In 1958 CDF first contracted for air tanker services with private aviation companies. This became Ukiah Air Attack Base’s first year of operations as a permanent tanker base. That year contracts were let for three N3Ns, four Stearmans and four TBM air tankers. The N3Ns and Stearmans were World War II biplanes used for pilot training and converted for use as agricultural spray planes. They were capable of carrying up to 200 gallons of fire retardant chemicals. The TBM, a World War II torpedo bomber, could deliver 600 gallons. drops, provide intel to the ground troops, and report Þre potentials. Additionally a CWN Helicopter was used that year to recon Þres and shuttle men and equipment to Þres in remote areas of the county. In 1958 Gene Glavich (late husband of Barbara Glavich) was the Unit’s Aerial Patrolman assigned to the CO-OP plane. The CO-OP plane paired with the fire fighting expertise of the Aerial Patrolman became an irreplaceable and valuable adjunct to the air tanker operations. This was the Þrst year that air tankers were widely used for initial attack on Þres in Mendocino Unit. The Aerial Patrolman working out of the CO-OP airplane became the Ôair tanker drop leaderÕ and planned and coordinated the aerial assault on initial attack Þres before the arrival of ground troops. When I Þrst came on the job in 1983 the ÔLegends of Gene GlavichÕ were well known. In retrospect Gene Glavich was Mendocino Units Þrst Air Attack OfÞcer. The CO-OP plane ßew on 91 Þres the summer of 1958 and provided assistance to the ground forces with the help of the Aerial Patrolmen on board to direct tanker Early Air Tanker @ Covelo AAB 1963 Covelo ‘Air Attack Base’ 1963 [2] July 2012 9 The practice of making maps and dropping them to the ground in 1958 became a standard practice until the advent of the OV-10 Bronco. As a Þre Þghter in the early 1980s I can still remember being directed by my Captains to go out into the green or burn and retrieve the maps that had been tossed down in a canister with a streamer attached to it from the CDF Cessna O-2 Air Attack plane. In 1958 two tankers were assigned to Ukiah Tanker Base and two at Hoberg Airport (between Cobb and Lower Lake) in Lake County. Covelo was also used as a reload base and could support tankers ßying in the more remote portions of the Unit or on the Mendocino National Forest. Borate or Sodium Calcium Borate was the retardant used at the time, henceforth the term Ôborate bomberÕ that you will still hear the general public or media use occasionally to describe an air tanker. Lumber companies and local Þre departments tended to provide the personnel for the reload base at Covelo when the base was needed to support air attack operations. Tankers at Ukiah ßew on 54 Þres in Mendocino Unit in 1958. The tankers were a N3N and a Stearman. The N3N carried 180 gallons of Borate and the Stearman 120 gallons. The 1958 season ended with 320 Þres for 5,202 acres burned in Mendocino Ranger Unit. PBY and F7F Airtankers at Ukiah Air Attack Base [3] 10 CFPA news 1960 was marked by the stafÞng of an on Cow Mountain. The Aerial Patrolman by Ukiah to serve Þres in the Unit. 50,000 1959 notes another Ukiah Tanker The Arial Patrolman in the CO-OP plane was now initial attack helicopter at Prattlandmark Mountain inat located the lost hunter and the information gallons alone were used on Horse Pasture base; the first 3 Itday Observers School’ referred to as the ‘Drop Coordinator’. 1960 fire Southern Humboldt. was‘Aerial staffed by our was passed on to the Ukiah City Fire Ridge east of Covelo in one 8 hour period very “Mr.inHelitack” RickOur Patterson. Rick wasown held Ukiah. forefathers in Ukiah set season ended with 257 fires for a total of 3053 Department. This is the Þrst historical on August the 7th. Average turn around was my Helitack captain in 1986 at the bar for District 1 (Old Region 1) and the rest acres. Howard Forest and later promoted to State record I have of our air patrolmen time for reload at the base was 2 minutes. of theRanger state.1 (BC) I believe a Rick torch was lit at that time Forest at UAAB. was 1965 signifies781 another bench thethat conducting a search and rescue. The reloads were donemark out of to Ukiah the person to inspire me into andÞrst has been passed down through the Units atAir Program. Timothy Huff and Robert helicopter was up and running Howard year. Broad acceptance of the utilization of becoming an ATGS (air tactical generations. Ukiah hasgroup consistently provided McNamee were the Air Patrolmen, Jerry Hall supervisor). Rick was instrumental in Forest. Helitack crews had established fuel air tankers for Þre suppression was some of the most notable air attack officers in the developing the state wide helicopter and DavidFSS, CubitofÞcially were declared the Helitack foremen, and caches at Booneville FFS, Laytonville state wide. 1966 ended state that always been proactive and willing program and have had been involved from 1958 Louis (Lee Roy) Zwicky was the air attack base Covelo officers Airport, Eden Valley Ranch, with 167 Þres for 7163 acres. at He developed programs toAlder helpPoint. mentor and teach new air attack manager. Tim huff is still well, living in Laytonville such heli-jumping. This is where theof theRockport peak, and theirasnew jobs. The purpose schoolAirstrip, was toGualala and has a son who retired from RRU recently. Of helicopter would come to about a 15 to 20 Hopland FFS. The Copter assigned that provide in the techniques of aerial fire foot hover training and crew member would jump the 160 hours CO-Op flew that year, 40 hours year was a Bell 47G3B supplied by detection, mapping, message out and downobservation, through the brush in garb were spent directing tanker drops. By 1965 COWestern Helicopters of San Bernardino. It very similar toand whatutilization todayÕs smoke dropping, of jumpers the public address OP and the Aerial Patrolmen had detected 502 wear. Later he helped develop heliwasBell noted that the Helicopter Foremen system on the airplane. A helicopter 47G fires. This represented a total of 56% of all fires stepping or hover-stepping. Rick was shouldat actHoward as liaison with the Fire Boss (460Lbs payload) also on contract instrumental in assistingwas Ron Thomas detected by CO-OP from all sources while COand opposed act as a Òhelicopter managerÓ and to (Mouse) Sonoma Attack fire Basefighting with Forestatfor initialAir attack as to OP was on patrol from 1949. the development of Þxed wing aerial closely coordinate copter retardant drops incident support from the prior year. A two day surveillance techniques used today with on personnel spot Þres and hot spots. The 1964 Helitack school was provided to key Cal Fire. Also the California Department of July 17, 1965 a control burn was swept out of ßoods hadfirst destroyed a lot of rural roads on operational plans for the helicopter the Justice aerial surveillance program was control and CO-OP was first to report the escape. mirrored Ron Retardant and Ricks training and thewas helicopter was utilized heavily to week ofafter July. used this year On July 24-25 a severe lightning storm moved program. The Arial Patrolman in the CO-and ashuttle access Þres. Bentonite. There was a N3N Twinpersonnel Beach into limited through the area and generated 39 fires OP plane was now referred to as the ÒDrop stationed at1960 Ukiah with 200 and 300 1965 season ended with 195 Þres for CoordinatorÓ. Þre season endedgallons with The throughout the County. On August 28 the COgallons capacity respectively. 19593967 closed acres.with 257 Þres for a total of 3053 acres. OP with Aerial Patrolman on board was requested to help locate a lost hunter on Cow In 1966 our current Mountain. building was The Aerial Patrolman located the lost 1965 signiÞes bench to 1960 was another marked by mark the staffing of an initial established and dedicated. Infra-Red the Unitshelicopter Air Program. at Timothy and attack PrattHuff Mountain in Southern hunter and the information was passed on to the Polaroid Film was used on a 200City acre Þre Robert McNamee were the Air Patrolmen, Humboldt. It was staffed by our very own ‘Mr. Ukiah Fire Department. This is the first near Hopland for the Þrsthistorical time in CDFÕs Jerry Hall and DavidPatterson. Cubit were the Rick was Helitack’ Rick my Helitack record I have of our air patrolmen history.and Aerial Patrolmenconducting were able for the Helitack andatLouis (Lee Roy) captainforemen, in 1986 Howard Forest CDF later a search and rescue. timeat to see terrain that was otherwise Zwicky was the attackForest base manager. promoted to air State Ranger 1Þrst (BC) smoke. Because of extreme Tim huff is Rick still well, living in Laytonville and toobscured UAAB. was the first person inspirebyme The helicopter was up and running at Howard weather for the Þrst time since COhas son who retired RRU (air recently. intoa becoming anfrom ATGS tacticalÞregroup Forest. Helitack crews had established fuel OPÕs inception the ßight cost per acre rose Of the 160 hoursRick CO-Op ßewinstrumental that year, 40 supervisor). was in developing caches at Boonville FFS, Laytonville FFS, Covelo to over 2 cents. A letter was writtenEden by theValley Ranch, Rockport Airstrip, hours were spent tankerprogram drops. the state widedirecting helicopter and had been Airport, to the subscribers explaining the and Hopland FFS. The Copter By 1965 CO-OP the Aerial Patrolmen involved fromand 1958 at Alder Point. Chairman He developed Gualala peak, circumstances increased contributions had detected such 502 Þres. represented a This programs asThis heli-jumping. is wherefor the assigned that year was a Bell 47G3B supplied by to maintain patrols. The Western subscribersHelicopters of San Bernardino. It was helicopter tobyabout to 20 foot total of 56% ofwould all Þrescome detected CO-OPa 15 unanimously continued hover and crew would jump out andagreed thatnoted thatpatrols the Helicopter Foremen should act as from all sources whilemember CO-OP was on downfrom through the17, brush garb very similar were neededto and contributed thewith the Fire Boss and act as a ‘helicopter liaison patrol 1949. July 1965 aincontrol whatwas today’s smoke jumpers wear.additional Later he funds. Subscribers were and to closely coordinate copter manager’ burn swept out of control and CO-OP helped develop assigned blocks of numbers that would be on spot fires and hot spots. The retardant drops was Þrst to report theheli-stepping escape. On July or hover-stepping. Rick was instrumental in assisting Ron Thomas 1964 floods stenciled on their vehicles roof tops. A had destroyed a lot of rural roads and 24-25 a severe lightning storm moved at Sonoma Air Attack Base with themaster development thethehelicopter was utilized heavily to shuttle list was created so Aerial through the area and generated 39 Þres of fixed wing aerial surveillance techniques used personnel into limited access fires. The 1965 Patrolmen could identify the subscriber, throughout the County. On August 28 the today with by Cal Alsoonthe California Department ended with 195 fires for 3967 acres. ranch or land owner andseason what person CO-OP AerialFire. Patrolman board of Justice aerial surveillance program was would normally be driving that vehicle. was requested to help locate a lost hunter mirrored after Ron and Ricks training program. 600,000 gallons of retardant were pumped 329 fires for 14,088. to be continued... [4] July 2012 11 (compo Tom Janney) L inc W. Alexander was a tanker pilot in Canada and USA for 37 years. He flew a large variety of air tankers as the Stearman, TBM Avenger, Grumman Tracker, A-26 Invader, F7F Tigercat and finished his long career flying graceful Conair Douglas DC-6. As a pioneer of aerial fire fighting aviation, he has suffered the lack of knowledge about strategy and tactics to use and make this special kind of aviation as efficient and less dangerous for pilots as can be. After first ten years spent in this business, he published his first book “pilot’s notes for fire bombing” ; notes from his own experience to give his fellow pilots keys he missed when he started his fire fighting career. Some years later, in 1972, he published the definitive edition of his book, larger and more accurate version; “Air Attack on Forest Fire” where he reviewed all techniques useful for pilots to understand their job, and more… Now a very rare book, well-respected as «bible» book about aerial fire fighting. Despite some improvement today as far as aircraft being used, all the tactics and techniques explained in the book are still valid today. Retired as a pilot, he published his memoirs in 2010 “Fire Bomber into Hell” . This summer, Linc was distingued by the Guild of Air Pilot and Air Navigator being awarded by “Sir James Martin Award” for his constant action for the improvement of air safety belong his career and after. He worked to a brand new and updated edition of his main book. Thanks Linc for all your inspiring books and great career. We miss you. by CFPA News Team Godspeed T-11 Farewell Todd and Ron ! J une 3rd 2012 / IRON COUNTY, UT. -- Two firefighters working for the Bureau of Land Management were killed Sunday in a plane crash just east of the Utah/Nevada border. The plane was piloted by Capt. Todd Neal Tompkins and First Officer Ronnie Edwin Chambless, both of Boise, Idaho. (photo highsierraspotters.com) The crash happened around 1 p.m. in Iron County, Utah. The National Interagency Fire Center says the two were in a P-2V Tanker 11 aircraft working with the Ely division of the BLM, assigned to help put out the White Rock Wildfire, which is burning about 20 miles north of Caliente in Lincoln County. The plane crashed in rocky terrain, just across the Nevada state line. According to the Iron County Sheriff’s Department, the plane had approximately 1,600 gallons of fuel on board and over 2,000 gallons of fire retardant. The plane was nearing the fire when it crashed. by CFPA News Team 12 CFPA news Tanker 11 on Sheep fire. (photo Nathan Addison/ airattackimages). MAFFS 7 Accident The United States Northern Command and the U.S. Forest Service have released more information about July 1st South Dakota crash of a C-130 aircraft outfitted with a Modular Airborne FireFighting System (MAFFS), enabling it to function as an air tanker. The USFS said there were two survivors and four fatalities. Yesterday Black Hills FOX News reported that the two survivors were picked up by helicopter from the crash site and flown to the Custer airport. From there one was flown by a life flight helicopter to a hospital in Rapid City and the other went by ground ambulance to the hospital. The C-130 was identified as MAFFS #7 from the North Carolina Air National Guard’s 145th Airlift Wing based at Charlotte-Douglas International Airport and was working on the White Draw Fire about five miles northeast of Edgemont in the southwest corner of South Dakota. The accident, which occurred at 6:00 or 6:30 p.m. MT, is, of course, being investigated, and the cause has not been released, but the USFS provided some information: A BLM ASM [Air Supervision Module] platform was also engaged as a lead [plane] with the C130 when the accident occurred. The ASM/Lead experienced a severe downdraft while approaching the intended retardant drop zone with the C130 in trail. This is being investigated by the USFS as a separate Incident With Potential. As sometimes happens after an aircraft accident, the remaining seven MAFFS-equipped C-130s are on an operational hold. The fleet will spend the day to get the MAFFS crews together to “reflect, reset and review,” said Col. Jerry Champlin, 153rd Air Expeditionary Group commander. “We all need to make sure our crews and planes will be ready to re-engage in the mission safely,” he added. MAFFS #7 was one of four MAFFS ships scheduled to relocate on Monday from Peterson Air Force base at Colorado Springs to Wyoming Air National Guard’s base in Cheyenne, in order to reduce the turn-around time for reloading with retardant while working the fires in Wyoming and South Dakota. Bill Gabbert, Wilfiretoday.com July 2012 13 AIRTANKERS, AN HISTORIC OVERVIEW Text and photos collection Tom Janney A erial firefighting in the State of California can trace it’s root back as far as the 1919, when the US Government provided aircraft for patrolling the wildland areas of the State and in 1921, a “Pony Blimp” was used on an experimental basis in conjunction with The US Government and the LA County Fire Department. Nationwide, since 1916, various methods and ideas for spotting and aerial firefighting were tried over the years, including wax paper filled sacks of water, detonating water filled bombs and wooden – water filled barrels kicked out of the aircraft. As technology advanced, both in fire control and aviation, most of these methods were dropped by 1948 for various safety reasons or lack of effect. In 1953, several major fires in Southern California brought the need to re-explore better methods of control and management. At this point, every fire agency in the area volunteered assistance in organizing a series of projects to test out a number of unconventional methods and ideas. As fighting these fires had also become a serious problem for civil defense, the Federal Civil Defense Administration applied sponsorship and six branches of the Department of Defense gave assistance in various ways. With this teamwork of resources, an ambitious and highly successful one-year exploratory project, known as Operation Firestop, combining field and laboratory tests, was carried out. By 1956, aerial firefighting had become a reality. While it was demonstrated that aircraft were a valuable tactical resource for crews on the ground, it was also shown that the aircraft had many limitations as well. By the end of the 1950s various aircraft, mostly WW2 and Korean War surplus airframes, had found a new life as aerial firefighters 14 in the State of California. In this 4 part series, I will highlight the aircraft and the important advances in aerial firefighting in the State of California from the 1950s thru the 1980s. In this brief look back at our history, let’s remember the machines, the men and those who gave the ultimate sacrifice to make the California Department of Forestry and Fire Protection a world class organization. Boeing PT-17 Stearman CFPA news The Boeing PT-17 Stearman was one of the very first aircraft used in California for aerial firefighting purposes. Willows Air Service was also the first contractor for the California Division of Forestry. Along with his Stearmans, Cod Jensen fielded a fleet of Navy built N3Ns from his Willows facility as well. Grumman TBF-1 Avenger Hollywood flying legend Paul Mantz installed a plywood tank in a Grumman TBF for the Firestop series of testing at Camp Pendleton. The tank doors were released using electric bomb shackles. Pictured here at Ontario International Airport in 1957, Stan Reaver and Dick Munsell taxi in from a testing session. The Grumman TBM proved to be the initial workhorse for California. Built to withstand the punishments of war, it fit into the airtanker role easily. By 1958, a metal tank had replaced the wooden one and Paul Mantz’s TBF was the first Grumman Avenger to make a drop on an actual fire near Lake Elsinore in 1958. Sadly, this aircraft July 2012 and crew were lost when the load did not release in 1959. Consolidated PBY Catalina The Consolidated PBY was coming on-line by the late 50s and Rosenbalm Aviation of Medford OR was the first operator to the use of the Catalina in aerial firefighting. Coupled with it’s loiter time and lift capacity, the PBY proved to be an excellent platform as an airtanker. Consolidated PB4Y-2 Privateer Another product from the Consolidated line would be the PB4Y-2. Testing and late introduction into the world of firefighting, the 4Y would have to wait a few years to see widespread use and in 1959 , Avery Aviation tanked the first Privateer. Aside from the aircraft being used, advances in chemical retardants was taking place as well. It was clear that through early testing, that plain water – while good, was not sufficient for the task at hand. Water drops needed to be executed perfectly to be effective and the wind more often than not made this impossible. The 1950s saw the introduction of sodium calcium borate mixed with the water. It was discovered that the borate solutions were sterilizing the soil and causing chemical burns to those on the ground who came into contact with it. Another mix used was bentonite, but this was abandoned shortly due to the excessive weight worsened by the inability of most of the aircraft of the day to successfully carry the load. What bentonite loads that were carried, were small and generally ineffective on larger fires. To be continued ... 15 S-3B “Viking” Airtanker – A Joint Industry / Government Effort Text by Paul Wynns and pictures from Argon ST F ire agencies face an ongoing challenge to fight fires with scarce airtanker assets tasked by a combination of local, state, federal, and DoD commitments. The complexity and difficulty of the situation promises to escalate as global climate change and population growth accelerate the wildfire threat. Meanwhile, world-wide military commitments will continue to place 16 high utilization demands on current and future C-130E/H/J Modular Airborne Fire Fighting System (MAFFS) platforms, which limits their availability for fire aviation missions. In 2007, Congress authorized funding for a “Next Generation S-3B Fixed Wing Aerial Firefighting Tanker” program with stipulations that it would develop dual-use technologies applicable to both US Air Force Research and US Forest Service fire aviation missions. The S-3B, a multi-role maritime strike aircraft, was retired from US Navy operational service in early 2009 at only half its rated service life. Argon ST Aircraft Systems, now a subsidiary of The Boeing Company, was awarded a contract to perform design, engineering, and manufacturing tasks in support of the program in 2008. Phase 1 of the program, completed in 2009, delivered a 250 page report to the US Air Force and US Forest Service detailing the suitability, design approach, costs, firefighting performance of a S-3B airtanker fleet. Argon ST, part of a joint Government and industry team, assembled a comprehensive engineering and life cycle analysis of the S-3B airtanker. The combined body of Government and industry sponsored work prepared in the report represents the most exhaustive and definitive analysis of S-3B airtanker suitability to date. It also encompasses a significant amount of preliminary airtanker CFPA news design documentation, which is available to Cal Fire as Government Furnished Information at zero purchase cost. The most important conclusions of the report asserted that the S-3B airtanker is fully suitable for the fire aviation environment as a Type II (2000 gal. fire retardant capacity) airtanker, that it has a superior response time than any current or future airtanker, and that it is more cost- and fuel efficient than larger Type I (3000+ gal.) airtankers or Very Large Airtankers (VLATs) like the B747 or DC10. The S-3B fleet, retired from US Navy operational service in early 2009 at only half its rated service life, represents a significant opportunity for Cal Fire to inexpensively augment its existing fire aviation resources. The entire pool of US Navy S-3B assets, stored at Davis-Monthan AFB, AZ, is immediately available for fire aviation usage and includes nearly 100 airframes and over $1 billion in aircraft, tooling, support, and spare parts assets—all transferrable to Cal Fire at zero procurement cost. S-3B Airtanker Basing Aircraft Systems Kalispell, MT (GPI) Coeur d’Alene, ID (COE) Legend: Inner ring (orange): 15 min. response Missoula, MT (MSO) Moses Lake, WA (MWH) Outer ring (yellow): 30 min. response Helena, MT (HLN) Troutdale, OR (TTD) Candidate S-3B airtanker base Grangeville, ID (S80) La Grande, OR (LGD) Mission profile: McCall, ID (MYL) -Response times are takeoff to FTA arrival, one-way trip Redmond, OR (RDM) West Yellowstone, MT (WYS) Boise, ID (BOI) -All cruise altitudes >10k’ -Climb, cruise, and descent airpseeds, altitudes in accordance with FAA procedures, S-3B flight manual Medford, OR (MFR) Klamath Falls, OR (LMT) Redding, CA (RDD) S-3B Airtanker Basing: South Chester, CA (O05) Aircraft Systems Slide 17 Copyright 2009-11, Argon ST, a wholly-owned subsidiary of The Boeing Company Medford, OR (MFR) Redding, CA (RDD) Klamath Falls, OR (LMT) Legend: Inner ring (orange): 15 min. response Chester, CA (O05) Jeffco, CO (BJC) Grass Valley (09CL) Outer ring (yellow): 30 min. response Minden, NV (MEV) Candidate S-3B airtanker base Colorado Springs, CO (COS) McClellan, CA (MCC) Stockton, CA (SCK) Bishop, CA (BIH) Fresno, CA (FAT) Mission profile: Durango, CO (DRO) Porterville, CA (PTV) -Response times are takeoff to FTA arrival, one-way trip West Yellowstone, MT (WYS) Williams, AZ (CMR) Lancaster, CA (WJF) Santa Barbara, CA (SBA) -All cruise altitudes >10k’ Winslow, AZ (INW) Prescott, AZ (PRC) Albuquerque, NM (ABQ) Hemet, CA (HMT) A preliminary design layout for the S-3B airtanker was assembled through a rigorous, iterative design process that considered dozens of candidate airframe modifications. Preliminary retardant tank design was conducted and validated through numerical analysis of retardant flow rates, ground pattern performance, and static structural loads/stress analysis. Engineering analysis found that the S-3B airtanker is capable of carrying 2000 gal. retardant payloads at speeds in excess of 400 KTS. A combination of Navy flight data, engineering analysis, preliminary design, cost analysis, and development of an Integrated Airtanker Operations and Maintenance Concept (IAMC) has shown that the S-3B airtanker offers significant benefits over existing contractor-operated airtankers. S-3B airtanker response time was found to be 50% superior to that the fastest USFS contractor-operated airtanker with 65% more cost efficiency July 2012 Ramona, CA (RMN) Silver City, NM (SVC) -Climb, cruise, and descent airpseeds, altitudes in accordance with FAA procedures, S3B flight manual Alamogordo, NM (ALM) Ft. Huachuca, AZ (FHU) Aircraft Systems S-3B Airtanker Basing: East Slide 18 Copyright 2009-11, Argon ST, a wholly-owned subsidiary of The Boeing Company Legend: Inner ring (orange): 15 min. response London, KY (LOZ) Outer ring (yellow): 30 min. response Knoxville, TN (TYS) Candidate S-3B airtanker base Asheville, NC (AVL) Mission profile: -Response times are takeoff to FTA arrival, one-way trip -All cruise altitudes >10k’ -Climb, cruise, and descent airpseeds, altitudes in accordance with FAA procedures, S-3B flight manual Tallahassee, FL (TLH) Lake City, FL (LCQ) Copyright 2009-11, Argon ST, a wholly-owned subsidiary of The Boeing Company measured in terms of dollars per gallon of retardant delivered. The S-3B airtanker was also found to deliver more retardant per day of firefighting than any existing USFS-contracted airtanker at lower cost. Preliminary Slide 19 analysis of the S-3B airtanker versus Federal C-130 MAFFS platforms suggested that the S-3B would deliver an equal amount of retardant per day of firefighting with significantly reduced fuel and manpower costs. 17 Structural service life, aerodynamic, flying qualities, propulsion, and performance factors were all considered in an evaluation of the preliminary S-3B airtanker design layout. All factors were found to be fully compliant with Interagency Airtanker Board (IATB) and FAA certification requirements. A conservative engineering analysis was used to substantiate these findings, and an optional engine upgrade path was identified for future performance increases. The S-3B aircraft’s existing TF34 engines were found to be fully compatible with urement cost airtanker operations. The S-3B airframe was found to be capable of at least 15 years of fire aviation service at above-average annual flight hour rates. clusions & Discussion tanker: Overall, the S-3B airtanker was found to be a very cost-effective, long-term supplement to—but not a replacement for—existing fire aviation assets. Its speed, fuel efficiency, payload carriage capacity, and robust flying qualities lend themselves well to the fire aviation environment. Its massive pool of available engineering, tooling, spare parts, and airframe resources are available for zero procurement cost. And perhaps most importantly, it is a well-cared-for airframe that is the result of 30 years of continuous Navy investment with a fire aviation service life of at least 15-20 years remaining. Argon ST remains very interested in supporting future government and industry investments to transition the S-3B fleet—a national resource valued at over $1 billion—to future fire aviation missions. ng engineering work ares, engines, and equipment frame with over 15 yrs. life remaining p fill” in advance of C-130J platforms ts VLAT and LAT platforms egration Directorate and NASA Glenn Research Center; full subsidiary of The Boeing Company: A odification provider backed by the world’s y. 2009-11, Argon ST, a wholly-owned subsidiary of The Boeing Company Slide 9 Grass Valley during Roberts Fire. (photo Ryan Coulter). 18 CFPA news Grass Valley . (photo Jim Ferreira). July 12th : if you look hard enough you’ll see all seven tankers at Grass Valley. 81, 82, 83, 86, 88, 89, 93. (photo Dave Kelly jr). July 2012 19 Tanker 72 on Highland fire. (photo Nathan Addison/ airattackimages). Tanker 73 on Cranston Blackburn fire. (photo Nathan Addison/ airattackimages). Tanker 96 on Dale fire. (photo Andreas Fuhrmann/ The Record Searchlight, www.redding.com). 20 CFPA news