By Derek Royal
American S-64 Aircrane pilot Ryan Van Dyck earns a crust fighting fires. When he’s not fighting blazes in his native USA and other parts of the northern hemisphere such as Canada and Europe, the former US Army helo pilot and Desert Storm veteran is fighting fires Down Under. Derek Royal spoke to Ryan and discovered a man passionate about helicopters and completely dedicated to his profession.
Hanger 610 Bankstown Airport, Sydney
IT’S 0710 and the phone’s ringing. A member of the Erickson Air-Crane firefighting crew takes the call and as soon as he hangs up, the operations room becomes a frantic hive of activity. The crew consists of seven specialists (two S-64 Aircrane pilots, a Fire Bird pilot, three mechanics, and a fuel truck driver) and they’ve just been notified by the NSW Rural Fire Service (RFS) that a fire has been spotted at a location in rural NSW. The massive Aircrane is needed to assist in dousing the flames.
Information received from the fire service is used to plot the fire on a map and the crew’s needs are swiftly discussed before the two S-64 pilots suit up and jump onto a buggy ready to transport them to their aircraft. The massive orange Aircrane, owned by US-based Erickson Air-Crane, Inc. and sub-contracted by Helicorp to the RFS and other Australian fire agencies, looms large. Even before the buggy comes to a stop the pilots have alighted and sprung into action.
The duo complete a brisk walk-around and after they strap themselves into the cockpit they then proceed to enter fire data into the flight systems. Radio frequencies are dialled, engines are started up and lift off is accomplished with all the appropriate clearances. Incredibly, this has been achieved within 15 minutes of receiving the call from the RFS.
These guys don’t muck around.
Each person on the crew has a specific job list to complete in order to maximise the time and efficiency needed to accomplish a swift response to the fire dispatch. The process is critical because the time, resources and effort taken to bring a fire under control increases exponentially with the size of the fire.
“We have arrangements with local air traffic control to get expedited clearances to get up and on the way,” says Van Dyck, a 38-year-old Captain with Erickson who boasts over 6,500 hours rotary time, including more than 1,200 hours in the Aircrane. Van Dyck today sits in the left-hand seat while American S-64 pilot Roger Douglass will co-pilot the mission into the NSW bushland.
Airborne
En-route to the fire Van Dyck and Douglass, 48, discuss the elevation of the blaze, the type of fuel burning at the fire’s location; and the aspect in which the burning objects are facing. This is important due to the fact that in Australia anything facing north or west burns with greater intensity than items facing east or south. The pilots then discuss whether they will use water, foam or retardant to contain the blaze; prepare for sharing airspace with other aircraft at the scene of the fire; and determine the type of airspace surrounding the fire. Eventually, the fire system is prepped and armed for local conditions.
Not far from the fire’s location, Van Dyck contacts the Air Attack Coordinator in the command and control aircraft and reveals his location and altitude. Then the Air Attack Coordinator relays his intentions, dip sites, hazards and any other pertinent information to the flight crew. Once completed it’s time to for the flight crew to get their hands dirty.
“We approach the dip site and do a high reconaissance looking for hazards, winds, wires, approach and departure paths,” Van Dyck says. “Then our crew coordination kicks in, the PIC (Pilot in Command) flies the aircraft down to the hover site while the co-pilot matches engines, monitors systems, calculates the amount of water for the conditions and fuel load, and conducts any radio traffic while clearing the aircraft.” The cockpit has suddenly become frenetic but the teamwork between pilots is calm and professional.
“We have the capability to suck up 10,031 litres (2,650 gallons) of water in approximately 45 seconds,” Van Dyck adds. “The whole time the PIC is hanging outside the left door, simultaneously flying and looking at the left rear main gear and/or snorkel, keeping the aircraft stable and clear of surrounding obstacles. After we take on the predetermined amount of water, we leave the dip site and head for the fire.”
On location
As the Aircrane approaches the fire’s location, Van Dyck again contacts the command and control aircraft and is subsequently passed onto a ground contact who guides the big orange bird from below.
“We locate their position usually by mirror flashes or by waving; we note any hazards, winds, targets, and fuel types,” Van Dyck says. “We then set up the fire system to match the ground crew’s needs.”
After doing all this and noting the drop area is clear, the S-64 approaches the drop site at around 150-200 feet above ground level at about 60 knots (120 kph). The pilots have the capability to split their drops and to complete multiple approaches to meet the needs of the ground crew. Depending on the location of the dip site, the distance to the fire and the aircraft’s turn-around time, the S-64 is capable of unleashing around 26,000 gallons of water per hour (that’s your back yard swimming pool every hour!).
Meanwhile, inside the cockpit, four or five radios are operating simultaneously - command and control air-to-air; air-to-air; air-to-ground; air-to-ground company, and air-to-ground RFS Command.
“We fly an average fuel cycle of two hours before returning to a local area cricket oval or airfield for fuel,” Van Dyck says. “The pilots usually swap seats to help with fatigue and situational awareness. We usually do this on an average of eight flight hours a day on an ongoing fire.”
Ground support
Meanwhile, the Aircrane’s ground support maintenance crew performs hourly inspections during fuel breaks, sets up lodging, meals, and any other necessary support items.
“After we land at the end of the day, our maintenance staff’s day begins,” Van Dyck says. “Most of the time our maintenance crew don’t get back to the hotel until after midnight so we’re ready to fly at first light. Without them we couldn’t do our job. Then the next morning we do it all over again.”
Rural Fire Service
Erickson Air-Crane/Heli-Corp is just one of several companies contracted by the RFS to assist in the state’s battle against fires. Contracting for aircraft are managed at both state and federal levels, with state fire agencies such as the RFS working with the National Aerial Firefighting Centre (NAFC) to provide aircraft under contract and to task them as required. Contracts are typically 84 days in duration but they can be extended, depending on the fire situation at the time.
“Aircraft are now a critical component of fire fighting,” says Maryanne Carmichael, manager of aviation for the RFS. “Helicopters are at their best in the initial attack phase, often slowing the movement and intensity of the fire so that crews can get in and address the situation on the ground. During the highest fire danger periods we have several contract aircraft with RFS-trained observers on board simply flying up and down large areas looking for the first signs of fire.”
With the chance of up to 100,000 lightning strikes during a single storm, of which 7-8% may become fires, the aerial observation role is critical to catching fires before they become too big.
“We never know what’s going to happen,” Carmichael says. “We can have months of inactivity and then fires flare up everywhere.”
BIG and nimble
The S-64 Aircrane Helitanker features a 2,650 gallon (10,000 litre) tank with microprocessor-controlled tank doors that allow for eight different coverage levels. The tank doors of the S-64 are controlled by a microprocessor that actually adjusts for airspeed and opens the tank doors to allow for a flow rate that matches the particular coverage level selected by the pilot.
The tank adds the delivery capacity of fixed wing tanker planes to the manoeuvering capability of a helicopter. The tank system attaches to the helicopter through eight hardpoints on the fuselage and has been designed to give the Air Attack Coordinator more control over where and how the drops are made. Considering the fast refill time of 45 seconds or less in any water source as shallow as 18 inches (45 cm), the precision in which up to 30,000 gallons (114,000 litres) of foam mix, retardant, or water is delivered, per hour, is impressive.
A special "Sea Snorkel" augments the freshwater fill capabilities of the aircraft’s hover snorkel by refilling the tank in nearby water sources. Refill with the Sea Snorkel is accomplished by skimming above the water surface at 25-40 knots as the hydrofoil ram scoop forces water up and into the tank. With the Sea Snorkel, refill can be accomplished in less than 30 seconds.
The Aircrane first made its name when in late December, 2001, a series of fires, some suspected to be arson related, sprang up around the suburbs of Sydney. It was December 27th, when N179AC "Elvis", an S-64F Helitanker, arrived by ship at Swanston Docks near Melbourne. By December 28th, the Helitanker was ready to begin its yearly contract but because of the immediate danger the Sydney fires presented, “Elvis” was urgently deployed to Bankstown Airport to begin fire suppression efforts in the most threatened areas.
From December 29 until January 4, "Elvis" waged what became a much publicised war against the flames in Sydney, saving an estimated 300 homes, according to news sources.
On January 2, 2002, because of the increasing threat the fires posed and the predictions of more hot dry weather, the RFS requested the services of two more S-64 Aircranes from Erickson Air-Crane.
On the morning of January 7, an Antonov (Russian Transport Aircaft) arrived at Sydney International Airport with N154AC "Georgia Peach" and N164AC "Incredible Hulk" inside. Upon arrival, news sources say that customs and inspection procedures were greatly expedited to allow for the two Helitankers to be cleared for flying in Australia as quickly as possible. After unloading, the two aircraft were taken to the nearby Qantas facility to accomplish reassembly and prepared for flight status.
The following morning, both helitankers, along with "Elvis" were assigned to HMAS Albatross, a Navy base in Nowra, NSW. "Incredible Hulk" immediately began working, dumping an average of 19,900 gallons on fires near Shoalhaven. The following day, "Peaches" began her fire suppression efforts in the same area dumping an average of 13,200 gallons per hour. "Elvis" had already been fighting the fires in the same region and had been reported by local news sources as assisting in ground firefighting efforts that saved the small coastal resort of Fisherman's Paradise with a population of over 200 residents.
Boasting such an awesome reputation, surely the Aircrane must be a delight to fly?
“Contrary to popular belief, the Aircrane is very responsive and nimble to fly,” Van Dyck says. “The machine has an unprecedented amount of power, it is very unique and fun to fly. It is super loud, (most pilots use some type of noise-cancelling helmets to help deal with the noise) and it flies just like any other helicopter, but with huge dimensions.
“We have numerous systems, hydraulics, and back-up systems to learn. Our newer pilots who come from operating smaller skidded machines have trouble with landing and taxying with wheels, and ground taxying to a parking spot instead of hovering. The biggest challenge is teaching them that they have around 72 feet (21.9 metres) of tail behind them to keep in mind for clearance. We sit so far forward of the main rotor mast it appears that our rotor system is smaller than it really is. But you soon adapt to its size and the amount of rotor wash it puts out.”
Aircraft and bushfires
The RFS swears by the excellent job provided by aircraft in the battle against fire, but from a pilot’s perspective, just how critical are aircraft, both fixed wing and helicopters, to combating bushfires?
“We are constantly asked this question,” Van Dyck replies. “There is not one aircaft that is the end-all-be-all fix to fire fighting. Each aircaft has it’s specific place and mission, there are so many variables: the situation, location and weather to name but three. The one thing that everyone forgets is that we (in the aircraft community) do not put out the fires. It’s the crews on the ground who do that. They are the unsung heroes. We just support them.”
If used correctly and in a timely fashion, heli-tankers can stop the spread of a fire in light fuels like grass and bush, and hold it until ground crews arrive. In heavier fuels, they can slow the spread of fires until heavy equipment arrives and ground crews build a line around the fire. When the wind is driving the fire, heli-tankers can catch spot fires ahead of the main fire. In short, heli-tankers are an important tool in bush fire supression.
Australian bush fires are fierce. They’re driven by frontal systems and hot, dry winds. They’ve been known to have 10 mile fronts, they’ve had up to 80kph winds, but if they can be stomped on right at the start, they “can” be contained. That means being on the fire early, before it has spread to uncontrollable proportions. The benefits are massive but unmeasurable because no-one can gauge how much damage the fire might have done if it had been left uncontrolled for the several hours it would have taken to get land-based resources into action.
Occupational hazard
Aerial firefighting is not a job for the low-time, faint-hearted pilot. Extreme heat, fierce winds, thick smoke, rugged terrain, dangerous obstacles and machines operating at the edge of their flight envelope, these are typical conditions presented to the pilots and crew of firefighting aircraft. So how dangerous is this type of flying for pilots?
“The question should be what dangers don’t we face,” Van Dyck says. “We encounter wind, turbulence, heat, limited visibility and need to contend with other aircraft operating in the same vicinity. We change locations because drop areas constantly change. Same with the dip sites. Often the public want to get close to the action and take pictures, now compound that with the urban interface with powerlines, propane tanks, livestock and airspace. That’s just on one fire! Do two or three fires a day and you can see how hectic the pilots’ lot can be.
“But despite this, the job is very rewarding. It consists of long slow times of standby, followed by a few weeks of non-stop action. One thing nice about Erickson Air-Crane is it allows us to work worldwide, so we keep current by following fires around the globe. When it’s winter in Australia, we’re working fires in the Northern Hemisphere in North America and Europe. When its winter up there, we are Down Under working on fires here. It’s great, everywhere we go its summer time and nice warm weather.”
A career helicopter pilot who has flown in virtually every type of rotary job imaginable for the last 18 years, Van Dyck has in the past seven years been fighting fires in NSW, Victoria, and South Australia. What does it take to do this kind of work?
“It takes a lot of comitment and support from both you as the pilot and your immediate family members to do this job,” says Van Dyck, who is married with two young children. “If you don’t have either, this type of work will not be long-lived. You spend long hours away from home. You have to be a ‘self starter’, no-one makes you study or keep up with the industry standards and regulations. It ‘s up to you to seek out this information. Your memory is a perishable item, you need to be constantly in the books. Flying heavies is a lifestyle change; if you are acustomed to flying 500-1000 hours a year then to go to flying 100-200 hours a year, it’s a shock, but it’s very rewarding.”
So what’s the most challenging part of the job?
“The travel. Each country has different airspace rules and regualtions, both on the air and the ground, and trying to absorb it all is very challenging. But I get plenty of satisfaction from the job too. Flying over homes near the fire and seeing ‘Thank You’ painted on the rooftops gives me enormous satisfaction. Meeting families who come by the airfield bringing cookies to say “Thank You”, and to seeing signs in town scrawled in appreciation of our efforts is very satisfying. No other type of flying I have done has given this type of gratification of a job that is appreciated. I live in a rural area in Oregon and have been in their shoes with fire bearing down on my home, so I understand where they’re coming from.”
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DAY IN THE LIFE -
A standard day for the crew of seven at Erickson Air-Crane begins at sunrise.
Sunrise – 0900hrs: Available for early call-in for flight.
09:00-09:15 hrs: Arrive at base, check weather and NOTAMS; check aircraft logbook records, etc.
09:15-10:00 hrs: Pre-flight the aircraft; complete fuel samples, morning run-up checks, radio checks. Make sure the aircraft is ready for a quick start for a fire call-out.
10:00-18:00 hrs Standby at the fire base like a city fire station.
We have a ready room for the pilots and mechanics with all the amenities and local area wall-size maps. We are available for a 15 minute fire dispatch. On a standard day we are into the books keeping up with the regulations and changes. We are constantly quizzing each other on the aircraft systems or regulations.
18:00-Sunset End of shift, and availible for re-call for flight.
Source: Ryan Van Dyck
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The Air Crane is one of the largest western helicopters ever built. Some of the statistics are below.
The first flight of the turboshaft-powered S-64 Skycrane was May 9, 1962. Originally a Sikorsky Aircraft product, the type certificate and manufacturing rights were purchased by Erickson Air-Crane in 1992.
Specifications and Paerformance
Length: 88 feet 6 inches (27 metres)
Height: 25 feet 4 inches (7.74 metres)
Width: 21 feet 10 inches (6.43 metres)
Rotor Disc: 72 feet (21.9 metres)
Main Rotor: 185 RPM
Tail Rotor: 16 feet (4.87 metres)
Empty Weight: 19,800 pounds (8981.1kg)
Max Gross Weight: 47,000 pounds (21,319kg)
Max Hook Weight: 25,000 pounds (11,340kg)
Max Airspeed: 104 Knots (193kph)
Max Distance @ 104 Kts: 220 nautical miles (407 km) with 20 minutes remaining fuel.
We carry 1356 gallons (5133 liters) of Jet Fuel that give us approx 2.5 hours of flight time total.
Fuel Burn is approx 550 gallons of Jet Fuel per hour (2082 litres) that gives us a total of 9600 engine horse power.
Powerplant: 2× Pratt & Whitney JFTD12-5A turboshaft engines, 4,800 shp (3,580 kW) each
Source: Ryan Van Dyck
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