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Aviation

Flying To The Rescue: These Jets Have What It Takes To Fight Forest Fires

Jay Stowe
October 05, 2021

The 2020 wildfire season in the western United States was bad. The current one isn’t far behind.

Last year, in California alone, 4.2 million acres of forestland burned; this year, according to the California Department of Forestry and Fire Protection (CAL FIRE), 2.4 million acres have already gone up in smoke, putting 2021 on track to match 2020 in ferocity and destruction. And the wildfire season — already raging in Oregon and northern California — is only just beginning in Southern California. “As we look to the future, all the arrows are pointing in the wrong direction in terms of more fires and more fires of consequence,” says Rick Hatton, the founder of 10 Tanker, an air carrier company based in New Mexico that specializes in aerial firefighting.

10 Tanker had a busy fire season in 2020 and this year has been no different. As of Oct. 1, the company’s 4 DC-10 jets — all powered by GE’s CF6 engines — had flown 1,315 missions, logged 1,567 hours in the air and dropped 11,808,807 gallons of retardant. “That ranks pretty high in the world of fire suppression,” he says.

This year, 10 Tanker’s pilots have helped contain five of the largest fires recently burning in Northern California, including the Caldor, Dixie, Windy, River Complex and Monument fires. “We had all four airplanes working on the Caldor Fire at various points in time,” Hatton says. In fact, on Aug. 29, three of 10 Tanker’s DC-10s “flew 25 flights and dropped 240,000 gallons on the fire in a single day.”

 

10 Tanker at night

 

To get an idea of what it’s like to fly a large, modified commercial jet into a conflagration, last September we spoke with Kevin Hopf, 10 Tanker’s chief pilot; John Gould, 10 Tanker’s president; and Hatton, who in addition to being the founder is also a former military pilot with low-altitude flight experience and a career in aircraft modifications. At the time we spoke, Hopf had been flying fire missions for the better part of the last two decades. 

Here’s an edited version of our 2020 conversation.

GE Reports: Where are you right now?

Kevin Hopf, chief pilot with 10 Tanker: I’m in McClellan [California], where we have two of our airplanes stationed.

GER: Walk us through the process of getting the plane prepped for a mission. What does a typical day look like when you’re working on a fire?

HOPF: In a typical day, like this morning, we’ve got our airplanes here in McClellan at a very large air tanker base, where they can load seven different airplanes at the same time. When we get the call, three hoses are hooked to our airplane. It takes about 12 minutes to fill our 9,400-gallon tank. Up in the front, we’re getting our navigation radios programmed, our communication radios, and by the time they load it, we’re ready to hit the start switch.

GER: What happens when you arrive near a fire?

HOPF: When a fire is first noticed, an incident commander is assigned. That incident commander is basically running the show. He’s got an aircraft overhead, which is called an air attack platform, and that usually has a pilot and a person very well-versed in firefighting. Those two are constantly giving him information on the fire. Then the lead airplane comes into play. He’s lower than the air attack but he’s talking to both of them. Between those three, they come up with a strategic plan.

When we show up on scene, like, say, 30 miles out, they give us an altitude to go to and they’ll continually separate the inbound airplanes — 500-foot elevation changes for each one of us. As we get closer, they give us a rundown on what we’re going to be doing. Is it going to be up on top of a ridge? Is it supporting a bulldozer line? They’re giving us a really good description of what we’re going to end up doing.

You know, it’s not unusual to see 12 to 15 aerial assets in a 3- to 5-mile area. And if someone sat way up high and just watched this whole fire, it would look chaotic. But when you’re actually down in it, working it, it is like a symphony: Everybody knows where everybody else is going, everybody knows what the tactics are going to be, and it just flows.

GER: What part does the lead plane play in this symphony?

HOPF: Once we agree [on a plan of attack], we get in close behind the lead airplane and follow him down on the descent. All of the lead airplanes have smoke generators on them. The smoke generator is used primarily to give us a starting point but the secondary effect of that is to look for wind drift. If he pops his smoke and the smoke is drifting left or right, we can then make a correction knowing where that retardant needs to land versus where it’s going to come out of the airplane.

GER: So you constantly have to monitor and adjust for weather conditions?

Rick Hatton, founder of 10 Tanker: Right. It’s very visual. Four eyeballs are outside the cockpit, and two, usually the flight engineer, are monitoring things inside in case there’s a warning light or something like that. That’s why we like the three-man crew.

 

10 Tanker on the ground

 

GER: What’s it like to pilot a jet of that size, heavy with fire retardant, at a low altitude?

HOPF: Rick told me this 15 years ago: This airplane does not have any idea what is below it. It doesn’t know we’re in steep canyons. The terrain underneath us doesn’t matter. It’s just absolutely true. It flies just like it would be flying at 10,000 feet. It handles like a sports car and that gives us the ability to get into places that you would think a big, sluggish airliner wouldn’t be able to get into or out of. When we hire new pilots, I tell them, “When you sit in that seat, you have to forget how big this airplane is because it doesn’t handle like a big airplane.”

GER: Most people are probably unaware that jet-powered airliners are part of the arsenal used to fight forest fires. What is it about the DC-10 that makes it suitable for such rugged work?

HOPF: When the offer came to fly the DC-10, which I had been flying for about five years hauling passengers around the world, it felt like, “Yeah this is gonna work.” It’s just a fantastic platform and part of it is the power we have from the GE CF6-50 engines on this airplane. Power is nothing more than safety and in this job anything you can do to make it safer, that makes all the difference in the world. Even when we’re fully loaded this airplane is so maneuverable.

I will tell you, when I first was told that the company was going to put a tank on this airplane, I looked at it and thought, “Well, this might be a little bit big.” I know it wasn’t built and designed originally with any of this in mind, but the airplane just handles fantastic.

GER: When you’re flying so close to large forest fires, can you feel the heat?

HOPF: It’s a great question because if you see the videos you think, wow. But no, we never feel the heat. Retardant is primarily used just like the name says — to slow the fire down. It’s not a suppressant. All we’re doing is building a line out front of it. As the fire bumps into that line, it starts eating into that retardant, dropping the flame lengths down to where people can actually come in on the ground and start attacking that fire.

GER: How many missions are you flying in a day?

HOPF: I can’t give you a hard number. It changes every day. Yesterday we got in three and they were all late in the day. Visibility is usually the driving factor. The way the state of California is right now, the smoke layer is pretty thick in a lot of different areas. On any given day we could sit all day and not fly or we could do eight to 10 trips. We never know. The only thing that’s guaranteed when it comes to that kind of stuff is that there’s no guarantee.

GER: How does this fire season compare to past years?

HOPF: Over the last 10 or 15 years, things are changing. We’re seeing some megafires — like what we’re seeing now. We’ve always had fires, they’ve always gotten big. This year seems to be one of the bigger years.

A lot of our drops are located in backyards. Where 20 or 30 years ago there weren’t homes, out in what used to be the middle of nowhere, now it’s got property that needs to be protected.

GER: You’ve been flying tankers for a long time. Has the job ever become a routine?

HOPF: Every time we go back to a fire — it doesn’t matter if it’s the same fire we’ve been working all day — it’s different. Nothing is the same. That fire has moved, the smoke has changed direction, the winds have changed, the run-in heading is different. I can’t let myself look at the fire and get emotionally involved. We do see structures going up in flames but you just can’t attach yourself to that. Stay within that profile, put it where it needs to go and get out of the area as quickly as we came into it. Let the next person do their job and we’re heading back to get another load. I hate to say it but it’s our job, that’s what we do. You can’t let that get to you.

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