convincing than traditional doors for direct
drops, in which the direct blast of the liquid
mass is as important as the quantity of
water, foam or retardant used – but it is
effective to draw retardant lines, which are
used to contain fires.
The new tanker made its first drop test on
October 28, 2009 in Canada while, at around
the same time, BAE Systems, working
with other airtanker operators conducted a
series of flight tests at low altitude with BAe
146-200 G-BRXT (c/n E2115) in Scotland
to validate the behaviour of the aircraft for
firefighting missions.
Looking for a customer for its aircraft,
Tronos signed an agreement with Neptune
Aviation, based in Missoula, Montana.
In May 2011, N146FF (Tanker 40) was
delivered to Missoula and began a test
campaign scheduled to last all summer. At
the end of July, the Forest Service abruptly
cancelled its contract with Aero Union for its
seven P-3s, the agency justifying its decision
by claiming the aircraft no longer met its
maintenance requirements.
With the aircraft grounded, the USFS fleet
was reduced to only 11 P2Vs from Neptune
Aviation and Minden Air – and with huge
fires burning in the western States, it was a
tricky situation.
To remedy this, Neptune Aviation was
allowed, with an “interim approval”, to engage
its first BAe 146. On September 30, Tanker
40 proceeded to its first operational drop
over a fire in Texas. The following month, it
received a temporary authorisation from the
IAB to conduct operational missions and in
December it was engaged against fires in
California.
Despite Tanker 40 making only six
operational drops, all were successful and
Neptune Aviation was awarded a one-year
USFS contract.
In early February 2012, the USFS issued
details about the performance requirements
for its next generation of airtankers, stating
aircraft for future contracts must be equippedwith jet or turbine engines rather than piston
powerplants, must contain a minimum of
1,800 US gal (6,814lit) of retardant – with
3,000 US gal (11,356lit) as a target – and
have a cruise speed of 300kts. The BAe 146
met all these specifications.
Tom Harbour, Director of Fire Aviation
Management for the Forest Service,
explained: “The BAe 146 is the kind of
platform we’re looking for – it holds a heavier
load, is more fuel efficient and we have one
right now.”
For the 2012 season, five pilots were
qualified to fly Tanker 40 and ready to
intervene anywhere in the US from February
to the end of fire season in October. With
only interim approval behind it, the season
was important to achieve full approval and
confirm the new fire bomber as suitable for a
full USFS contract.MISSION ACCOMPLISHED
Tanker 40 was later awarded a five-year
contract with the option of five more years
by the USFS. Over 160 days a year and250 flight hours, the USFS provides fuel and
retardant.
Neptune took on its second aircraft,
Tanker 41 (N471NA, c/n E2136), in early
August 2012, and after a few trial flights it
entered service on September 1, flying to
Nebraska to tackle a blaze.
The first operations with Tankers 40 and
41 highlighted issues with the drop system,
so it was modified in 2013 on the new Tanker
10 (N472NA, c/n E2138), with two more drop
nozzles forward of the main landing gear.
As a result the drop flow was doubled,
significantly increasing the retardant
coverage. With the drop now being split
both aft and forward of the aircraft’s centre
of gravity, it also limited the ‘pitch up’
and reduced the structural strain on the
airframe. All Neptune Aviation 146s have
subsequently had the modification, called
REV 3.
Dan Snyder, Neptune’s Chief Operating
Officer, said: “The new gating system can be
adjusted during a drop. Enhanced computer
sensing and control have taken constant28 Aviation News incorporating Classic Aircraft February 2016Above: Tanker 162 (N355AC) arrives in
Australia ahead of the 2014 fire season.
Royal Australian Air Force via authorA test drop by BAe 146-200 N608AW
that had been modified by Tronos. Tronos26-30_airtankerDC.mfDC.mfDC.mf.indd 28 07/01/2016 12:06