Battling Bushfires in the Land of Oz

Victoria Fires 12-30-2019
One of the fires in the East Gippsland region of Victoria, December 30, 2019. Photo by Ned Dawson for Victoria State Government.

The 2019-2020 bushfire season in Australia will be one for the history books, much like the fires they had in 2001-2002. Today we have an article from a guest author who shortly after the 2001 Black Christmas bushfires wrote about firefighting in Australia. Dick Mangan retired from the U.S. Forest Service as the Fire Program Leader at the Missoula Technology Development Center and is a past President of the International Association of Wildland Fire.


Battling Bushfires in the Land of Oz

Dick Mangan
Blackbull Wildfire Services
Missoula, Montana USA
Copyright 2002

For the Christmas 2001 holiday season, many of us in the United States and Canada were experiencing a classic “White Christmas”. Temperatures were cold, there was snow on the ground, and the wildfires of 2001 were just a memory of days past. Wearing a warm wool sweater, and with a mug of hot coffee (or hot, spiced wine) in hand, we logged on the fire web sites to talk amongst ourselves about GS-8 engine foremen, getting 1000 hours of overtime, and a 30% pay raise for fire folks in Southern California.

But a half a world away, in the Southern Hemisphere, there was no sitting back and enjoying Christmas with your family if you were an Australian bushfire fighter. Experiencing some of their worst fire weather conditions in nearly 40 years, and with a helping hand from lightning storms and local arsonists, the State of New South Wales and firefighters from all over Australia were fighting nearly 100 bushfires that burned 1.2 million acres and destroyed 170 structures. December 2001 in the Sydney area will be known in Australian history as the year of the “Black Christmas”!

As the Australian fire situation reached the American media, the fire web sites picked up the discussion: “why aren’t the Aussie’s asking the U.S. firefighters to come down and help”; “what the Aussie’s need is the A-10 ‘Firehog’ to stop their fires”; “what about the CL-415 ‘Super Scooper’?”

It was apparent that the combination of the information flow over the Internet, coupled with the Australian and New Zealand forces that came to help us in 2000, both created an interest and questions in the minds of US firefighters about fighting bushfires in Australia. It probably helps, too, that “Crocodile Dundee”, Foster’s beer and everyone’s favorite Crocodile Hunter, Steve Irwin, are constant features on American television.

Over the past few years, I’ve been extremely fortunate to make multiple trips “Down Unda”, both in my position as Fire & Aviation Leader at the U.S. Forest Service Technology Center here in Missoula, and more recently as an invited lecturer at the Country Fire Authority (CFA) Fire Training College at Fiskville, Victoria in their Operations Officer’s Professional Development Course. During my visits, I’ve had the opportunity to meet many of the Australian firefighters, and discuss their firefighting strategy and tactics in both classroom settings as well as over a brew in the local pub.

So, what’s it like fighting bushfires in “the sunburned land”???

The Land “DownUnda”

Before we start talking how they fight bushfires “DownUnda”, it’s best to get an appreciation of the Australian landscape. Although it’s about the same physical size as the US, the population of Australia is only about 18 million people, compared to the 285 million that live in the US. And, nearly 90% of the population lives in the immediate vicinity of the Coast. The Eucalypt forests of Australia have a long and storied history of burning. In his book “World Fire”, Steve Pyne says, “Australia is, more than any other, a fire continent.” Why is that so? Well, aside from a highly flammable fuel types that cover much of the country, and an aboriginal culture that has used fires for centuries in almost every aspect of their lives, the weather also cooperates to help the country burn: on February 6, 1851 the city of Melbourne recorded a maximum temperature of 117°F. This is coastal city, not a town like Phoenix or Tucson in the Southwestern desert of the US.

The Australian Fire Problem

Not only does Australia have the climate and the fuels to cause a major fire problem, it also has the history to show that these forces, combined with lightning or human-caused ignitions, can wreak havoc on the countryside when the conditions are right:

*  In January 1939, the temperature in Melbourne hit 112.5°F, with wildfires burning “millions of hectares”, and killing 71 people;

  • On January 7, 1967, fires in Tasmania killed 62 people, and burned “thousands of square kilometers” in the second worst fire in Australia’s history (to that date).
  • In January 1969, an “enormous grass fire” killed 17 recreationists;
  • On Ash Wednesday 1983, 76 people were killed and 2676 needed medical attention as 400,000 hectares of ground and 3000 houses and other buildings were burned in the states of Victoria and South Australia;
  • In New South Wales State around Sydney in January 1994, 4 were killed. 100 injured, 185 buildings destroyed and 800,000 hectares were burned by bushfires.

The fires that occurred over the Christmas holidays in 2001 are just part of the continuing saga of fires in Australia that will likely continue into the 21st century.

The Fire Organizations in “Oz”

For someone who spent more than 30 years fighting fire in the US, it was a real cultural shock to make my first trip to Australia and find out how differently their organizations are from those in the US that I was familiar with.

First, the bushfire suppression responsibilities in Australia rest with the individual States and territory, rather than with a strong centralized Federal fire force. New South Wales (around Sydney), Victoria (the Melbourne area), South Australia (surrounding Adelaide), Queensland (the Brisbane area), West Australia (Perth area), the Northern Territory (from Darwin, south), and the island of  Tasmania: these are the major governmental entities with a responsibility for bushfire fighting in Australia. The role of the Federal government (the “Crown”) in bushfire activities is pretty much limited to the area of research, which I’ll discuss a little later in the article.

Probably the most significant difference between the US and Australian fire forces is that a large majority of the Aussie bushfire fighters are volunteers! Yeah, there are full-time, paid firefighters in the bigger cities (I refuse to call them “professionals”, implying that volunteers are somewhat less-than professional), but they are a small percentage of the total Australian Fire forces. In States like Victoria, the Country Fire Authority  (CFA) has responsibility for fire suppression on all the private, non-State lands: they have a work force of 800 paid staff and 65,000 volunteers. New South Wales Rural Fire Service has 450 paid staff and 70,000 volunteers. The Country Fire Service in South Australia (CFS) protects 33.4 million acres with 17,000 volunteers in 430 fire brigades. The paid staff on the fire services of the various states provides the senior leadership, administrative support, trainers, maintenance personnel and day-to-day resources necessary to run a 24 hour-per-day fire operation.

Another major difference between US and Australian fire forces is the almost complete lack of any hand crews used in bushfire suppression: nearly all the suppression action is taken by “tankers” (“engines” in American ICS talk) and occasionally by dozers on larger fires. Farmer’s tractors with plow units are also used extensively on the grass and brush fires in the non-forested areas. The general rule of thumb is that you fight fire to the end of your hard line reel, rather than making the multi-thousand foot hose lays that occur in many of the western US states.

The Incident “Controllers”  (Incident Commanders under US ICS) on most initial attack and extended initial attack fires, are often volunteers. During the 1990’s, the Australasian Fire Authorities Council (AFAC), which is the US equivalent of the National Wildfire Coordinating Group (NWCG), has set minimum “competencies” for all positions in the bushfire fighting organization, and many volunteer fire brigades are meeting the requirements of those “competencies”.

But the volunteer fire services in Australia face many of the same problems that we have on volunteer departments here in America: an aging workforce; dual-career couples, with limited time for activities outside the home and family; an increasingly complex fire work environment that has training requirements not only in bushfire suppression, but also in structural fire, hazmat, and emergency medical assistance, all while holding down full time jobs.

Across Australia, acceptance of the “AIIMS” (Australian Inter-Service Incident Management System) Incident Control System (ICS) is widespread, and being effectively used on most bushfire incidents. There are several differences in the Australian implementation of ICS compared with the US version, however. First, the Aussie’s classify their fire’s in the opposite order that we do in the US: their least complex fires at initial attack and extended initial attack are called “Type 1” fires; the most complex are classified as “Type 3” incidents.

Incident Management Teams are used on Australia’s largest and most complex bushfires, much like they are in the US; however, they are generally formed on an “as needed” basis, rather than having pre-designated teams that stay together year after year as is common with US Type 1 and Type 2 teams. They are interagency in nature when a multi-jurisdictional fire occurs, and since they are based at the State level, are often on the scene of an emerging fire within hours of its escape from initial attack.  An organizational difference between Australian and US fire teams deals with Fire Safety Officers. While US teams have qualified Safety Officers working for the Incident Commander on the Command and General Staff Group, the Australians have yet to incorporate the Safety Officer position into their ICS organization. They believe, for the most part, that safety is the responsibility of each individual firefighter. Assigning a Fire Safety Officer might cause an individual firefighter to pay less attention to their own safety on the fireline, believing that someone else was watching out for their well-being.

In Australia, there is no National-level Coordination Center such as we have at Boise, Idaho. When the fire situation exceeds the suppression resource capability of the State where it occurs, the fire dispatchers of the affected State must “run the trap line” for available resources from all the other Aussie States. This situation offered interesting challenges both during the “Black Christmas” fires of 2001 in New South Wales, as well as during the mobilization of Aussie and New Zealand fire overhead to Montana and Idaho during 2000.

Protecting the Firefighters

The Australian bushfire fighters are exposed to most of the same fire hazards as their American partners. Like us, they wear protective clothing intended to protect them from the effects of radiant heat and burnovers. While most US firefighters are wearing Nomex® fire clothing, the Aussie’s tend more toward Proban®-treated cotton. And while most US firefighters are wearing the 2-piece shirt & trouser ensemble, most Aussie firefighters tend toward the one-piece jumpsuit style of protective clothing. There is no “standardized” design or color of protective clothing for Aussie firefighters, although some of the States are recognizing the potential cost saving to be realized from some degree of standardization of design, if not color. The upcoming International Standards Organization (ISO) standards for wildfire protective clothing, and the economic benefits of standardization, will likely move more of the Australian States towards a more common design for their protective clothing.

Although the concept of fire shelters were first introduced by the Australians in the 1950’s, the idea quickly lost favor among their research community, and was never pursued as it was in the US. While there are some strong voices in the Australian fire community that continue to down play the potential life-saving aspects of the fire shelters, believing that training can overcome the risk of becoming entrapped and needing a fire shelter to survive, the shelter is gradually being looked at among some Aussie firefighters as another tool that may ultimately increase their safety, and may even save their lives.

While Australian firefighters don’t carry fire shelters, and believe that their training will keep them from becoming entrapped on bushfires, they do place a high degree of trust in the protection systems designed for their tankers. Since most of their fire suppression is tanker based, and firefighters are seldom far away from their tanker, it makes sense to that this is your safety zone in case of a fire blowup. But, to be survivable, the tanker must be able to cool the radiant heat and direct flame contact that occurs during extreme fire conditions. The Australian answer: an emergency spray deluge system that envelops the entire tanker in a mist of water when threatened with a burnover. Successful in saving firefighter lives in some instances, and unsuccessful in other circumstances, the concept of creating a survivable environment in a tanker has gained widespread support across Australia. Tanker protection spray systems, reflective curtains, and cab modifications are being aggressively pursued as methods of protecting bushfire fighters in case of entrapments.

Since the large majority of Aussie bushfires are suppressed in the first burning period by firefighters close to their tankers, the use of web line gear has not really surfaced as a need among Aussie firefighters. There is a significant amount of importance placed on adequate hydration, but carrying line packs with 20-35 pounds of gear is not the norm.

Essential items such as drinking water are delivered to firefighters on a regular basis, since much of the fire fighting is close to the road system.

Science and Research

As I mentioned earlier, the presence of a national Federal fire force is non-existent in Australia. But, there is a small group of really excellent fire scientists at work DownUnda whose impact is felt worldwide in the wildfire community. The Commonwealth Science and Industry Research Organization (CSIRO) host a small but dedicated group of fire researchers comparable to the folks at the Missoula and Riverside Fire Labs in the US. Although much smaller in number than their American counterparts, these folks have made significant contributions to the body of knowledge about fire behavior and fire safety for all of us around the world. Phil Cheney and Jim Gould have done some outstanding fire behavior research on “Project Vesta” in Western Australia that provided significantly new and different information about the rates of spread that affected firefighter safety. Phil transferred that information immediately to field firefighters through his CD-rom video “the Dead-Man Zone”, unwilling to wait for the normal. drawn-out process of publishing in Technical journals. Another CSIRO-sponsored fire research project was “Project Aquarius” under the direction of Dr. Grahame Budd. It looked at the physiological effects of firefighting on the firefighters, and reported out that the purpose of fighter protective clothing is “ to LET heat out, not KEEP heat out.”  With only a small staff, the CSIRO Bushfire group has made important contributions to fire safety in Australia as well as the rest of the world’s fire community

In addition to the great work done by CSIRO at the national level, some excellent work is also being done in the various states around Australia: Richard Donarski with the New South Wales Rural Fire Service, and Barry “Rocky” Marsden with Victoria Natural Resources and Environment are both players on the National and international scene in the area of fire equipment development. There’s also a volunteer firefighter in South Australia, Dr. Bruce Paix, who has made significant contributions both within Australia and abroad to the issue of Tanker protection systems. Bruce exemplifies the best of the Australian volunteer spirit, donating his time and expertise to not only fight bushfires, but to develop a safer system to do so.

Where There’s Fire, There’s Smoke

One of the emerging issues in the world of Australian fire these days is the subject of fuel reduction and the social impacts of smoke. Sound familiar??? The recent fires around Sydney have aroused the interest of the local population about fuel reduction projects, but another portion of the residents don’t like the smoke, while others are against changing the “natural environment”. Just like life in the old US of A!!!

Firefighting Gone Wrong

Like the US firefighter community, the Australian bushfire fighters have seen friends and neighbors killed battling fires. On of the most recent tragic evens occurred in December 1998 in Victoria when five (5) volunteer firefighters were killed in a tanker burnover on a bushfire near the town of Linton. The impact of those fatalities, and the recommendations of the three (3) year Coronial Inquest that were delivered on January 11, 2002 have the potential of having the same impacts on the Australian fire fighters as the South Canyon and Thirtymile fires had on their American counterparts. Tanker burnovers are the most common cause of deaths among the Aussies, and they have responded by focusing a great amount of energy on developing improved systems for protecting firefighters inside their tankers. Spray systems, reflective curtains and fire-resistant components for inside the tanker cabs are all being aggressively used to make the tankers less susceptible to burnovers like occurred on Linton.

So What’s Next, Mate??

Now that we’ve looked at fighting bushfires in Australia, what’s it all mean to those of us in the US??

Well, first of all, I think that we can safely assume that very few of us will be called “DownUnda” at portal-to-portal pay, with H-pay and OT, to help out our Aussie friends.  The Aussie volunteer spirit is the mainstay of their fire organization, and they’re willing to work hard to keep that spirit alive without much help from the outside. I do believe that there are circumstances where US firefighters can offer some specialized help under serious fire conditions – helicopter managers and Safety Officers come to mind – but for the most part, don’t expect to see large numbers of Yanks heading south. The Aussies and New Zealanders that helped us in Montana and Idaho in 2000 were mostly top overhead, who could easily fit into our Incident Command System and manage large fires with hundreds of firefighters. I doubt that we’ll see those opportunities arise on the shorter duration fires that occur in Australia.

I’m also afraid, however, that the changing culture of the wildland-urban interface dweller in Australia will put more pressure on their friends and neighbors in the volunteer fire services to take exceptional (and unacceptable) risks to defend the homes and properties that they have developed in indefensible places (just like here in the US.) The “can do” spirit of firefighters around the world that has helped us become so successful also has the potential to put Aussie volunteer firefighters in risky situations in the years ahead. To prevent this form happening, solid training and strong leadership at the local fire brigade level will be essential.

If you ever get the chance to meet and visit with an Aussie firefighter, don’t let the opportunity pass you by: they’re good mates!! They share a common bond with those of us in North America in the wildfire suppression world, and are rightfully proud of the successes they have, year after year, as a volunteer fire force in a fire environment almost unparalleled anywhere else in the world.

Five more PB4Y-2 air tankers

PB4Y-2 air tanker
PB4Y-2 Air Tanker 121, N2871G, at Hemet, California, September 15, 1979. Photo by JD Davis. Anyone know the story of the polka dots?

In our continuing series of looking back at photos of historic air tankers, today we are featuring five PB4Y-2 Privateers: Tankers 30, 50, 121, 123, and 124.  The photos of the aircraft seen here were furnished by the Flight Test Museum at Edwards Air Force Base except for the ones credited to JD Davis. Thanks JD!

PB4Y-2 Air Tanker
PB4Y-2 Air Tanker 50, N7237C, at Lancaster, California, August 25, 1972.
PB4Y-2 Air Tanker
PB4Y-2 Air Tanker 30, N3739G, at Lancaster, California November 1980. Photo by JD Davis.
PB4Y-2, Tanker 30, N3739G
A PB4Y-2, Tanker 30, N3739G, at Hemet, California, July 17, 1980. Photo by JD Davis.
PB4Y-2 Air Tanker
PB4Y-2 Air Tanker 123, N7620C, at San Bernardino, California July 25, 1999. Photo by JD Davis.
PB4Y-2 Air Tanker
PB4Y-2 Air Tanker 124, N2672G?, at Hemet, California, August, 1980. Photo by JD Davis.
PB4Y-2 air tanker
PB4Y-2 Air Tanker 50, N7237C, at Lancaster, California, August 25, 1972.
PB4Y-2 Air Tanker
A PB4Y-2 Air Tanker at Reno, Nevada, 1976.

Looking back at Air Tanker 127, a PB4Y-2

PB4Y-2 Air Tanker 127 N6884C
PB4Y-2 Air Tanker 127, N6884C, at the Museum of Flight and Aerial Firefighting, Greybull, WY, May 26, 2014. Photo by Bill Gabbert.

In our continuing series of looking back at photos of historic air tankers, today we are featuring Tanker 127, a PB4Y-2 Privateer (N6884C, B. 59701). All of these photos of the aircraft were furnished by the Flight Test Museum at Edwards Air Force Base except for the one at the top of this article.

Unlike many of the aircraft that were converted into air tankers from what would now be 50 to 70 year old former military war birds, Tanker 127 still exists today and can be seen at the Museum of Flight and Aerial Firefighting west of Greybull, Wyoming. Just looking at the external appearance of T-127 it almost appears like it could take to the air again, at least when viewed from a distance. But apparently it has had quite a bit of cosmetic surgery done on its nose.

Consolidated Aircraft produced 739 PB4Y-2s from 1943 until 1945, mostly for the U.S. Navy, but also for the U.S. Coast Guard. Its primary function was as a long-range patrol bomber. Defensive armament included twelve .50-in (12.7 mm) M2 Browning machine guns in six power operated turrets (two dorsal, two waist, nose, and tail)

PB4Y-2 Tanker 127 N6884C
PB4Y-2 Tanker 127, N6884C, in flight near Reno, 1976.

The Navy and the Coast Guard retired the model in 1954 and 1958, respectively. In the 1950s and early 1960s many of the PB4Y-2s were converted to a drone configuration as P4Y-2Ks to be used as targets.

PB4Y-2 Tanker 127 N6884C
PB4Y-2 Tanker 127 ,N6884C, August, 1975 at Reno-Stead AFB. Photo by J.B. Handwriting on the back of the photo says, “The new N6884C formerly N7962C.”

According to Warbirdregistry.org, this aircraft was “up for disposal, circa 1959”, and was later owned by Allied Metal Industries, International Air Applicators, Rosenbalm Aviation, Hawkins and Powers Aviation, Pride Capital Group LLC, and Bob J. Hawkins/D & G Inc.

PB4Y-2 Tanker 127 N6884C
PB4Y-2 Air Tanker 127, N6884C, July 1976. The handwriting on the back of the photo says, “Nose is T-33 canopy cut and turned upright. In fact this nose is new (2 yr) for N6884C and may be from 92 Charlie.”

Quite a few PB4Y-2s were converted into air tankers but their firefighting careers came to an end after the second in-flight major structural failure of Hawkins & Powers air tankers in 2002. The first was T-130, a C-130A working on the Cannon Fire near Walker, California on June 17, killing all three crew members after both wings folded upward and separated from the aircraft.

The second was T-123, a PB4Y-2 on the Big Elk Fire east of Estes Park, Colorado on July 18. From Wikipedia:

The aircraft, operating with the call sign Tanker 123, was loaded with 2,000 US gallons (7,600 L) of retardant. At the time of the accident, it was in a left turn to line up for its eighth drop of the day on the Big Elk fire. While still in the 15–20° left bank, witnesses on the ground and in another tanker observed the left wing separate from the aircraft and “fold upwards”, followed almost immediately by the initiation of a fire. The aircraft continued to roll left, impacting the ground at a 45° nose down attitude, starting a large fire at the wreck site. Both crewmen were killed in the crash.

After those two crashes and five fatalities, the U.S. Forest Service and Bureau of Land Management commissioned a Blue Ribbon Panel to evaluate, “the airworthiness of aircraft that were operating outside of their original intended design”. After the report was released in March, 2003 the USFS and BLM  declined to renew the contracts on nine C-130A and PB4Y-2 airtankers. In a 2003 hearing before the Senate Energy and Natural Resources Committee, Larry Hamilton of the BLM testified, “The report also identified a lack of training in contemporary aviation management areas that has contributed to an unacceptable accident rate.”

In 2002 44 large air tankers were on exclusive use contracts but after the two accidents the fleet atrophied, reaching a low of 9 in 2013. In 2014 “next-generation” air tankers began receiving contracts and the numbers increased, with 10 to 20 on EU contracts, but only 13 in 2018. The USFS has been using Call When Needed air tankers much more often than before, even though they are much more expensive to operate. The 2017 average daily rate for large federal CWN air tankers was 54 percent higher than aircraft on exclusive use contracts.

PB4Y-2 Air Tanker 127 N6884C
PB4Y-2 Tanker 127, N6884C, at Reno, July, 1976. Photo by Babcock.

Continue reading

Photos of some of the first F7F-3 air tankers

(Originally published at 4:17 p.m. MDT June 20, 2019)

Today we have another couple of photos from the Flight Test Museum at Edwards Air Force Base — an F7F-3 (N7625C) registered to Fred Arnberg Inc out of Yreka, California. In these photos there is a small “2” on the tail and also on the nose wheel cover.

A photo at Goodall.com.au shows an F7F-3 registered to Fred Arnberg with the same N number but with different livery and a large “22” on the tail. That website says Arnberg operated the first F7F-3 Grumman Tigercats as air tankers for several seasons in the early 1960s. This particular aircraft was purchased February 27, 1962 and by September 24, 1962 had hit trees and crashed near Callahan, California.

F7F-3, N7625C
F7F-3, N7625C, registered to Fred Arnberg Inc out of Yreka, California.

In the photo below you can see painted on the underside of the right-side wing.

F7F-3, N7625C
F7F-3, N7625C, registered to Fred Arnberg Inc out of Yreka, California.

And here is one more F7F-3 known as Tanker 22. It is N7238C operated by Cal-Nat Airways out of Grass Valley, California. Other owners were Dick Gordon of Santa Rosa, California and Sis-Q Flying Service of Montague, California.

F7F-3 air tanker (N7238C)
F7F-3 air tanker (N7238C) operated in the 1960s by Cal-Nat Airways and other companies.

(UPDATED at 10 a.m. MDT June 20, 2019)

Bill Bailey sent us an email and the photo below:

N7635C had AERO on the top of the left wing and bottom of the right wing and it has AD on top of the right wing and under the left. There were 2 AERO AD F7F-3s, N7625C , which you posted and N7626C which was later owned by Cal-Nat, still painted all Red and marked as Tanker E-42.

I found the attached photo some years ago and don’t remember who took it.

By the way, that first photo solved a question among modelers that has raged for years ….. was AERO AD painted on top of the wings.

F7F-3, N7626C
F7F-3, N7626C, operated by Cal-Nat Airways, Grass Valley, California. Purchased around 1960 from Aero Ads Inc. skywriter. Sold to Sis Q Flying Service in 1969. (according to goodall.com.au). Photo by William T. Larkins at Oakland, CA., date unknown.

Thanks go out to Bill B.


(UPDATED at  4:46 p.m. MDT June 20, 2019)

JD Davis sent us additional photos of the F7F-3. Thanks JD!

DC-7, N7626 air tanker
F7F-3, N7626, Tanker 42. By JD Davis, who said tanker pilot Ed Real took it to the ‘California 1000’ Air Race at Mojave Nov, 1971 — Qualified it but didn’t race it.

Photos of two DC-7 air tankers from 1975

DC-7 air tanker, Tanker 60, N838D
DC-7 air tanker, Tanker 60, N838D, August, 1975 at Lancaster, CA.

(Originally published at 4:58 p.m. PDT June 17, 2019)

The Flight Test Museum at Edwards Air Force Base called and asked if we were interested in accepting some old photos of air tankers that they didn’t know what to do with. I said, “Of course!”

I’ll be posting some of them off an on over the next few days and weeks.

Today we have two DC-7 air tankers that were photographed in August, 1975. The locations on many of the photos say Lancaster, California, and that is the case for these.  There is no indication who took any of the photos. The aircraft model, N number, location taken, and the month/year are hand-written on the backs.

DC-7 air tanker, Tanker 69, N45W
DC-7 air tanker, Tanker 69, N4SW, August, 1975 at Lancaster, CA.

Most of the photos were taken while the aircraft were on the ground, a few show them airborne, and only a couple show them dropping water, which were probably a test flights.

If anyone has more information about these aircraft, such as what company operated them and the pilots who flew them, that would be great.


(UPDATED at 6:20 a.m. PDT June 18, 2019)

After getting more information in the comments from Tom Story and Jon (thanks folks), it turns out that there was an error in the hand written notation on the back of the Tanker 69 print. The N number should have been N4SW instead of N45W. I fixed the caption in the photo above.

And, like Tom said, the two DC-7s were operated by Butler, according to the information at Geoff Goodall’s Aviation website. In 2012, Tanker 60, N838D, was transferred to Erickson Aero Tanker and is still in operation.

Tanker 60 DC-7 Madras, Oregon
Chuck Rhodes, Erickson Aero Tanker Maintenance Supervisor, with Tanker 60, a DC-7 at Madras, Oregon, June 13, 2016. Photo by Bill Gabbert.

In his comment, Jon said, “Tanker 69 was the one lost on the way to Medford from Klamath Falls for the end of the season party in 1979. My dad knew most of them.” Here is some of the information he referenced at aviation-safety.net:

[On September 14, 1979] DC-7 “Tanker 69” departed Redmond, OR a company business flight to Medford, OR, with an en route stop at Klamath Falls, OR. The aircraft struck trees on the crest of Surveyor Mountain and crashed. The aircraft departed Redmond for Klamath Falls about 19:45 and arrived there at 20:29. Two passengers enplaned and the aircraft departed runway 14 at Klamath Falls at 20:40.The aircraft struck trees on the crest of the 6400 feet high Surveyor Mountain about 7 minutes after takeoff.

PROBABLE CAUSE: “The flight crew’s decision to undertake a direct point-to-point high-cruise-speed flight at low altitude. The crew’s judgment in the selection of a low-altitude flight profile may have been influenced by their familiarity with the terrain.”

CLASSIFICATION: Controlled flight into terrain.

Any crash of an air tanker is awful, usually killing two or three crew members, but in this case 12 people died — two crew members and 10 passengers. May they rest in peace.

The NTSB report can be found here.


(UPDATED at  4:46 p.m. MDT June 20, 2019)

JD Davis sent us additional photos of these aircraft. Thanks JD!

DC-7, N4SW air tanker
DC-7, N4SW, variously known as Tanker 19 or Tanker 69. Photo by JD Davis. At Ontario (ONT) Sept., 1974.
DC-7, N838D air tanker
DC-7, N838D, Tanker 60, by JD Davis. At San Bernardino (SBD) Oct. 17, 1999.

Wildfire history of California, interactive

California fire history map
California fire history map by Capital Public Radio. All fires in Southern California 1878-2018. Click to enlarge.

We often hear, “It’s not IF an area will burn, but WHEN”.

Capital Public Radio has developed an interactive map showing the footprints of wildfires that have occurred in California since 1878. You can see all of the fires at once, or individual years, and the map is zoomable. (The map may not display well in all browsers. It seems to work best using Firefox.)

I may or may not have spent too much time looking at these maps.

California fire history map San Diego County
California fire history map by Capital Public Radio. San Diego County, 2003. The largest fire is the Cedar Fire. Click to enlarge.

A description of Hotshot crews in the 1940s

In looking through the 2018 edition of Hotshot Crew History in America, I was interested in a piece in the Historical Articles section. It was written by the Stanley Stevenson, the Fire Control Officer on the Cleveland National Forest in Southern California, possibly around 1950. It appears that Mr. Stevenson had an appreciation for the abilities of hotshot crews. I believe he was later promoted to Forest Supervisor.


“HOT SHOT” Crews

Stanley Stevenson

Fire Control Officer, Cleveland National Forest

Scouting revealed that the head of the Burma Fire of 1949, Cleveland National Forest, was spreading rapidly uphill through medium to heavy brush and would reach the rim of an adjacent watershed unless checked on a small ridge ¼ from the top. One “hot shot” crew under Foreman George McLarty, San Bernardino National Forest, had been working the northern flank from the bottom and would reach the top too late to effect the check. The Cleveland “hot shot” crew Foreman Leon Ballou, and 4 men were flown via helicopter from the southern flank of the fire to the ridge at the head of the fire. The 5 men hurriedly cut a line in front of the fire, back-fired it out and started a direct attack on the fire edge down the south flank to meet the rest of the crew. The crew on the northern flank meanwhile had pushed through and tied to the northern end of the fired out line. Although numerous spots occurred and the crews lost the south flank twice because of whirlwinds, they closed the gap and effected control on a 280-acre fire that would probably have more than tripled its size within 4 hours unless the check had been made and the lines tied together.

Since these crews are trained to subsist on the line with bare essentials, a sustained push taking advantage of lulls in fire intensity is possible. This was demonstrated by the San Bernardino “hot shot” crew on the Agua Tibia Fire of 1950.

Lightning started this fire in very steep to precipitous terrain covered with medium to extremely heavy brush and scrub oak. The west flank of the fire had slopped over the planned control ridge approximately ½ mile from the top of the main divide. Helicopter scouting at 10:30 a.m. revealed that if the slop-over could be controlled the lines being constructed from the top and bottom along the flank would probably control that side of the fire.

Foreman McLarty was flown by helicopter around the slop-over and he then jumped about 6 feet to the ground inside the burn above the slop-over. He subsequently cleared a landing spot and 4 additional men were flown in to begin work on the line. Meanwhile, the rest of the crew were started down the ridge top along an old trail. Helicopter coverage guided the crew to their destination where they split forces and started around the slop-over. Although this action was completed within 1 ½ hours after the initial scouting, the slop-over had spread to a perimeter of approximately 65 chains on a very steep rocky slope in medium to heavy brush oak type.

McLarty and his whole crew worked until dark. They were sent food, lights, and blankets by helicopter. The crew was fed and rested in relays until a “scratch” line was constructed around the slop-over about 11:00 p.m. Early the following morning, the crew was again serviced by helicopter and the fire line finished and mop-up started.

Stubborn aggressiveness on the part of this crew prevented the fire from crossing the drainage and establishing a new head on even more precipitous terrain.

These two examples illustrate the flexibility of “hot shot” crew action. Similar action has been taken many times during the past 4 years. Control possibilities such as these would have been impractical without well organized, trained, and conditioned crews.

One of the “hot shot” crews has been based during the fire season on the Cleveland National Forest. The following notes, although concerned primarily with the Cleveland “hot shot” organization and operational procedures, are representative for “hot shot” crews in the California Region.

The crew is composed of young men whose primary requisites are physical fitness and a will to work. Their lack of experience and conditioning are compensated by intensive training in fire line construction and use of hand tools and fire hose lays at the beginning of each season. These men are termed “fire fighters” and receive fire-fighter rates of pay while on a fire. When not engaged on fire suppression they are paid laborer wages and used on forest projects.

A sub-foreman or straw boss works with and has charge of from 5 to 8 fire fighters. The straw boss is an integral part of each crew and takes his days off at the same time as the crew. Two assistant foremen acts as crew bosses and are each assigned one-half the straw boss squads. One of the crew bosses is capable of assuming temporary charge of the whole crew during the absence of the foreman.

The crew is under the direct supervision of an experienced fire fighter who can act, as one foreman put it, “from general to father confessor.” This foreman must be a skilled leader, fire-wise, and physically fit for very arduous work. He usually assumes the duties of sector boss on fires.

Crew members are hired only after full understanding and acceptance of the rigid rules set up. Camp routine is fashioned after that of athletic training camps with scheduled hours for meals, work, recreation and sleep. Although some men quickly drop out of the crew because of the difficulty of the job and the rigid discipline, three have returned each year since 1947 and ten others including the foreman have been on the crew for the past 2 seasons.

Conservation, wildlife, general forestry, and training films give the reasons for the “why” and “how” of forest fire protection. The crew is given instruction in the use and care of fire line hand tools, followed by intensive work-outs on practice fire lines. Several afternoons during the first part of the season are spent on illustrative lectures, orientation, fire behavior, safety, and correct fire line construction practices. Action on early season fires is discussed on the ground with a large part of the constructive comment coming from the crew members.

After several successful attacks on early season fires, crews begin to develop an esprit de corps and an eagerness to prove their ability. Several distinctive arm patches have been designed and worn by crews hailing their identity. The competitive spirit on large fires requiring more than one crew has provided additional incentive toward better production.

The following summary of work accomplishment, although reflecting considerable more suppression time during the heavier fire season of 1950, indicates the advisability of preplanning and budgeting forces primarily for fire suppression.

hotshot crew history Stanley Stevenson

The value of a trained unit of men that can be sent into difficult sections of a fire perimeter with a high degree of certainty that control will be effected, has been demonstrated many times during the past. The ever increasing demand for “hot shots” when the going gets rough is the fire manager’s endorsement of the “hot shot” program.

2018 version of Hotshot Crew history is available

The Wildland Fire Lessons Learned Center has released the 2018 edition of Hotshot Crew History in America. You can download the 296-page, 11 MB document here.

Special thanks go out to Dave Provencio who collected many of the updates and to Brit Rosso of the WFLLS and especially Juli Smith of the National Advanced Fire & Resource Institute for putting it together.

The document has a wealth of information, but the history is not totally complete for every crew. If you have any additions, contact Mr. Provencio: mso_1977 at me dot com

Hotshot Crew History 2018 wildfires

I put together this table of contents, to make it a little easier to find a crew. They are organized by Geographic Area.

Page Geographic Area

  • 3 Alaska
  • 6 Great Basin
  • 30 North Ops
  • 62 Northern Rockies
  • 77 Northwest
  • 101 Rocky Mountain
  • 110 Southern
  • 118 South Ops
  • 174 Southwest
  • 209 Historical Articles

The Eastern Area is not listed but Illinois-based Midewin can be found on page 22.