Draper City, Utah Battalion Chief Matthew Burchett was killed when a low drop uprooted an 87-foot tall tree that fell on him
(Originally published on FireAviation, September 14, 2018. Updated at 7:43 MDT September 14, 2018)
The California Department of Forestry and Fire Protection (CAL FIRE) has released what they call a “Green Sheet” report about the fatality and injuries that were caused by falling tree debris resulting from an air tanker’s retardant drop. The accident occurred on the Ranch Fire which was part of the Mendocino Complex of Fires east of Ukiah, California. The report was uploaded to the Wildland Fire Lessons Learned Center on September 13, 2018 exactly one month after the August 13 accident.
A firefighter from Utah, Draper City Battalion Chief Matthew Burchett, was killed when a low drop uprooted an 87-foot tall tree that fell on him. Three other firefighters had different assortments of injuries from sheered-off trees and limbs, including broken ribs, deep muscle contusions, ligament damage to extremities, scratches, and abrasions.
Standard procedure is for firefighters to leave an area before an air tanker drops. The report said the personnel on that Division were told twice that day to not be under drops — once in a morning Division break-out briefing, and again on the radio before the fatal drop and three others from large air tankers were made in the area. It was not confirmed that all supervisors heard the order on the radio to evacuate the drop area.
One of the “Incidental Issues / Lessons Learned” in the report mentioned that some firefighters like to record video of air tanker drops:
Fireline personnel have used their cell phones to video the aerial retardant drops. The focus on recording the retardant drops on video may distract firefighters. This activity may impair their ability to recognize the hazards and take appropriate evasive action possibly reducing or eliminating injuries.
The air tanker that made the drop was T-944, a 747-400 that can carry up to 19,200 gallons. Instead of a more conventional gravity-powered retardant delivery system, the aircraft has pressurized equipment that forces the retardant out of the tanks using compressed air. This is similar to the MAFFS air tankers. When a drop is made from the recommended height the retardant hits the ground as a mist, falling vertically, rather than the larger droplets you see with a gravity tank.
In this case, according to the report, the drop was made from approximately 100 feet above the tree tops. The report stated:
The Aerial Supervision Module (ASM) identified the drop path to the VLAT by use of a smoke trail. The VLAT initiated the retardant drop as identified by the smoke trail. Obscured by heavy vegetation and unknown to the VLAT pilot, a rise in elevation occurred along the flight path. This rise in elevation resulted in the retardant drop only being approximately 100 feet above the treetops at the accident site.
When a drop is made from a very low altitude with any air tanker, the retardant is still moving forward almost as fast as the aircraft, as seen in this drop. If it is still moving forward there will be “shadows” that are free of retardant on the back side of vegetation, reducing the effectiveness of the drop. From a proper height retardant will gradually slow from air resistance, move in an arc and ideally will be falling gently straight down before it hits the ground. Another example of a low drop was on the Liberty Fire in Southern California in 2017 that dislodged dozens of ceramic roofing tiles on a residence and blew out several windows allowing a great deal of retardant to enter the home.
We reached out with some questions to Global Supertanker, the company that operates the 747 Supertanker, and they gave us this statement:
We’re heartbroken for the families, friends and colleagues of Chief Burchett and the other brave firefighters who were injured during their recent work on the Mendocino Complex Fire. As proud members of the wildland firefighting community, we, too, have lost a brother.
On August 13, 2018, Global SuperTanker Services, LLC acted within procedural and operational parameters. The subject drop was initiated at the location requested by the Aerial Supervision Module (ASM) after Global SuperTanker Services, LLC was advised that the line was clear.
The former President and CEO of the company, Jim Wheeler, no longer works there as of September 1, 2018. The company is owned by Alterna Capital Partners LLC, of Wilton, Conn.
(Updated at 7:43 MDT September 14, 2018 to include the statement from Global Supertanker that we received at 7:35 p.m. MDT September 14, 2018)
The FS issued a solicitation for Call When Needed air tanker services May 16, 2017. For the first time in their air tanker contracting history, according to the GAO, the FS restricted the maximum size of retardant tanks, specifying the capacity must be between 3,000 and 5,000 gallons. This eliminated Very Large Air Tankers (VLAT) from being able to compete, since the DC-10 holds 11,600 gallons and the GST 747 carries up to 19,200.
10 Tanker Air Carrier, which operates three DC-10’s, attempted to support GST’s protest, but the GAO denied their request to submit an amicus curiae or friend of the court pleading, concluding that the company did not meet the definition of either a protester or an intervenor under the GAO’s Bid Protest Regulations.
The GAO decided that the FS…
…failed to provide reasonable justifications for the challenged specification, such that we are unable to conclude that the challenged specification is reasonably necessary for the agency to meet its needs.
We recommend that the agency make a documented determination of its needs. Once the agency identifies its needs, the agency should revise its solicitation to include specifications that are reasonably necessary to meet those needs. We also recommend that the protester be reimbursed the costs of filing and pursuing the protest, including reasonable attorneys’ fees.
We asked Jennifer Jones, a spokesperson for the FS, for their reaction to the GAO decision, if GST would be reimbursed for their attorney fees, if GST would be considered for a contract, and if there was any bias in the FS against any VLATs. Here is the response:
In accordance with regulations, the U.S. Forest Service is complying with the U.S. Government Accountability Office (GAO) decision for the Call When Needed (CWN) protest. We are reviewing our documentation. After the review is completed, the agency will determine the most appropriate ways to continue to procure Large and Very Large Next Generation Airtankers.
Jim Wheeler, the President and CEO of GST, said:
We are pleased that the GAO sustained our case. We really look forward to working with the Forest Service in the future and hopefully these issues around the [Requests for Proposals] will work themselves out to everybody’s satisfaction.
In 2016 and 2017 the 747 deployed to fires in Israel and Chile and the company currently has a CWN contract with the California Department of Forestry and Fire Suppression. The aircraft was used for several weeks in California in the last part of the summer supporting CAL FIRE, but the FS has not allowed the company to submit a bid to acquire a contract.
In the 22-page decision, the GAO addressed numerous issues introduced by the FS that attempted to justify the agency’s new policy of restricting the maximum size of a retardant tank in a contract solicitation. In each case the GAO argued that the FS was wrong, unreasonable, illogical, or, it did not apply to the issue.
The FS claimed that the solicitation was intended to procure services to support initial attack operations for which VLATs are not suitable. The GAO responded that the solicitation sought to procure aerial firefighting services to support both initial and extended attack operations. And, since it was a CWN contract, the FS could choose whether or not to use the VLAT on initial or extended attack.
The GAO wrote…
…there is also no support for the agency’s contention that VLATs are not suited for performing initial attack operations.
The GAO noted that 10 Tanker Air Carrier’s DC-10s had completed a total of 700 missions in 2017 at the time of the decision and routinely performs initial attack operations.
They also found that…
Indeed, the record is completely silent regarding who, if anyone, at the agency made the decision to include the [maximum tank size] restriction, when the decision was made, and why the decision was made. Notably, none of the pre-solicitation documents contain any reference to a 5,000-gallon maximum restriction.
The cited pages do not lend support to the agency’s position. As an example, the page in the 2005 study merely indicates that the agency prefers larger aircraft over smaller aircraft, not that VLATs are somehow less desirable for initial attack operations.
The  study recommends that the wildland firefighting aircraft fleet be composed of a mix of aircraft, including “Very Large Airtankers (>8000 gallons).” In discussing tank sizes, the study recommends a minimum capacity, not a maximum capacity, and reflects a preference for larger retardant tank capacities.
The Forest Service has not identified any study or analysis, upon which it relied to develop the RFP requirements, that has considered the question presented here: whether VLATs are unsuited for initial attack operations. In sum, the studies relied upon by the agency do not provide a reasonable basis to restrict competition.
Although the agency has reached conclusions regarding the technical limitations of VLATs, and is excluding VLATs from competition based upon such conclusions, the record does not demonstrate that the offered studies support the agency’s conclusions. For this reason, we are unable to find that the agency’s asserted justification for the exclusion of VLATs is reasonable.
The FS pointed out that on two occasions a VLAT struck objects on the ground while taxiing. The GAO said both incidents occurred while FS ground personnel were directing the aircraft. Reviews determined that one was 100 percent the fault of the ground guides and the other was 75 percent the fault of the ground guides.
The FS also listed several other reasons that they contend are significant problems related to the use of VLATs, including, the number of personnel needed on the ground, the amount of fuel and retardant needed, the number of suitable bases, and the need for lead planes.
In their written decision the GAO addressed these and other issues brought up by the FS, and similar to the examples above, shot them all down, saying the FS was simply wrong or the issue was not applicable to the protest. The GAO noted that economies of scale, with the VLATs carrying four to seven times more retardant than a conventional large air tanker, can mitigate some of these issues.
We asked Bean Barrett, a former Naval aviator and frequent contributor to this website, for his take on this issue:
It seems to me that their main contracting focus should be the gallons of retardant required to be delivered per hour or per day and the total cost per gallon delivered and the ability to meet various delivery rates/ coverage levels.
Platform type shouldn’t have any bearing on the issue at all unless there is some performance limitation that impacts its ability to meet delivery requirements.
If they ever get around to defining what constitutes acceptable IA in terms of how much retardant, how far away from base, and how fast, then there may be some platform considerations.
Bean recommends a book by Stephen Budiansky titled Blackett’s War: The Men Who defeated Nazi U-Boats and Brought Science to the Art of Warfare. It tells the story of how efforts led by Winston Churchill before and during World War II to utilize science and careful analysis resulted in innovations that made the British much more successful in warfare. Bean said, “The parallels you can draw with the USFS and fire aviation’s problems are amazing. It’s a very good interesting book and an easy read.”
One reviewer of the book on Amazon wrote that the Churchill-led efforts “…showed how careful quantitative analysis could provide far better guidance for decision makers than tradition, prejudice, and gut feeling.”
It appears from the GAO report that their decision to sustain the protest was not even close to going the other way. The FS seemed to be grasping at straws trying a shotgun approach, throwing out everything they could think of off the top of their head, with little serious thought, in their ill-considered attempt to prevent GST from being allowed to submit a bid on the contract. They came off looking like an inept, bumbling, incompetent, leaderless organization.
This should be an embarrassment for Jeffery Power, the new Assistant Director of Aviation for the FS, and Shawna Legarza, the National Fire Director for the FS.
Fire aviation is very expensive and based on the fatality records, is very dangerous. The Forest Service should consider reorganizing their aviation assets, removing the aviation autonomy from the individual regions and using a more centralized approach led by a Chief Pilot with actual pilot credentials and experience. It is our understanding that only one of the Regional Aviation Officers, who have far too much responsibility and power, is actually a pilot.
It was taken by Leroy Leggit with a Nikon D810. He shot it at 1/800, F 5.6, using a 70-200mm lens at 150mm.
He said he took the photo from the top of a hill looking down at the aircraft.
He told us:
I didn’t know anything about the 747 supertanker until it appeared to my right (at eye level) headed straight toward the fire… what an amazing and unexpected sight… I looked online and saw that it had only been in service for a few days.
The Palmer Fire was reported at 1:33 p.m. MDT September 2, 2017. It is nearly officially contained according to CAL FIRE after burning 3,874 acres.
This was the second fire the aircraft was used on after receiving certification and a contract from CAL FIRE. The 747 was dispatched from McClellan Air Field near Sacramento. According to FlightAware it cruised south at over 600 mph at times before dropping on the fire about an hour later, then reloaded at McClellan and completed a second sortie, dropping almost 19,000 gallons again, splitting the load into two drops.
Above: Air Tanker 944, the 747 SuperTanker, at Colorado Springs, May 4, 2016. Photo by Bill Gabbert.
Originally published on Fire Aviation at 2:23 p.m. MDT August 28, 2017.
Jim Wheeler President and CEO of Global SuperTanker said today their 747 SuperTanker has received a call when needed (CWN) contract with the California Department of Forestry and Fire Protection (CAL FIRE). The aircraft and crew were also issued cards by CAL FIRE, meaning they passed the inspections and meet the qualifications. The U.S. Forest Service participated in the process but they do not issue cards until a USFS contract is in place.
Mr. Wheeler said the air tanker is presently at McClellan Air Field and is available.
Above: 747 Supertanker making a test drop with water at Colorado Springs May 4, 2016. Photo by Bill Gabbert.
A Colorado county on Tuesday approved a deal that sets the stage for a response from the largest firefighting aircraft in the world if and when major wildfires flare up near Denver, marking the culmination of a first-of-its-kind contract.
Commissioners in Douglas County on Tuesday approved the one-year, $200,000 deal with Global SuperTanker Services LLC that gives the county access to the mammoth Boeing 747-400 aircraft that can drop roughly 20,000 gallons of water or retardant — nearly double the capacity of its closest rival, the DC-10.
The deal is unique in that it gives the 800-square-mile county situated between Denver and Colorado Springs exclusive access to the SuperTanker.
“Douglas County is establishing a model for wildland fire-prone municipalities to follow,” Bob Soleberg, senior vice president and program manager for Global SuperTanker, said in a statement Tuesday night to Wildfire Today and Fire Aviation. “Their planning is comprehensive and designed to protect lives, property and the natural resources.”
Additional details about the new deal and information about Douglas County’s partnerships with other aircraft entities in the region is available on FireAviation.com.
In case you missed it, here is the interview we conducted with veteran lead plane pilot Jamie Tackman in January after he had been working with the 19,200-gallon 747 Supertanker in Chile.
After 17 years as a ground based wildland firefighter in the United States, with much as it as a smokejumper, Jamie transitioned to the air, becoming a lead plane pilot. He has worked off and on with the 747 air tankers since Evergreen converted the first one. Now retired from the U.S. Forest Service, he traveled to Chile to provide lead plane services for the huge aircraft operated by Global SuperTankers. This time he had a different role, or at least a different platform, flying ahead of the air tanker as usual but in an aircraft flown by military pilots.
Bill Gabbert interviewed Jamie, who began by describing the situation. Chile has no infrastructure for supervising, using, or refilling large or very large air tankers and they were unfamiliar with the concept of lead planes. In spite of these challenges the personnel working with the 747 and the other aircraft developed procedures to fight the fires from the air, while the local firefighters improvised a system on the ground for refilling the 747 and the IL-76 with water.