An AT-802 conducting a retardant drop on a simulated fire near Safford, Arizona during the 2007 National Single Engine Air Tanker (SEAT) Academy training sessions.

by Marc Mullis

During the 2006 fire season, the fleet of Single Engine Air Tankers (SEATs) operated by the federal government exceeded 14,000 hours of flight time. In past years, the same number of aircraft has averaged about 2,500 hours per season. What caused the huge increase? There were not that many more fires. A large part of the answer lies in the fact that the SEAT program has finally been accepted by the majority of the wild-land firefighting community. The people who call the shots and order resources for fire suppression have been convinced that SEATs are capable and can get the job done. This capability did not just happen. It is a result of intense training that assures all SEAT pilots are up to the task at hand.

Each year in March, the Bureau of Land Management plays host to the National Aerial Fire Fighting Academy at its facility in Safford, Arizona. Before this year, all SEAT pilots were required to attend the academy every thirty-six months. Now, only Level II pilots will be required to attend. These are new SEAT pilots or perhaps someone that has dropped out of the system for a few years. The academy has matured, along with the rest of the program. It is now considered a test of an applicant’s abilities, rather than a training exercise. By the time a student arrives in Safford, they will have already received comprehensive training from their employer in the art of aerial fire fighting.

Earlier this year, I was assigned the task of serving as an instructor for this year’s school. In late February, I headed for southern Arizona. There would be three other instructor pilots besides myself, as well as nineteen government employees conducting classes. With eight students in each class, the instructor to student ratio is almost three to one. I was ready to leave behind the cold winter weather and enjoy the high desert of the Safford area. However, it seemed like winter had followed me west. When I arrived at Safford, it was windy, cloudy and cold!

The ramp at the airport was covered with red and white air tankers, tied down in formation ready for class to begin the next day. Each company supplies an aircraft for their student pilots to complete the flying portion of the curriculum. M&M Air Service pilot, Richard Holliman, brought my tanker out earlier, as well as the aircraft he would use to complete the course. Since I am on an exclusive-use contract at the Safford BLM base, I will be remaining in the area with my aircraft until I am called upon to work.

The first day of class dawned cold and cloudy. Thankfully, there was no wind. This was vendor day and the first half of it is used to bring everyone up to speed as far as what was new for the year.

Students were told that for the 2007 season, SEATs would be launched in flights of two or three, with a Level I pilot designated as flight leader. This is supposed to make life easier for the new guys and the aerial supervisors. Instead of two or three target descriptions, there will now be only one.

After lunch the students were encouraged to make sure they were familiar with their aircraft and fly as many practice-missions as they like. Orange panels were placed in the desert to simulate fires. Observers were stationed at the simulation sites to provide feedback and serve as crash-rescue personnel.

The second day of the academy course consisted of classroom and sandbox exercises. The sandboxes can be shaped into different terrain features and are used to teach tactics and procedures as if over an actual fire. While at the sandboxes, the students wore helmets and all communications were with handheld radios. The eight-student group was split into two flights of four each. One flight was in the classroom, while the other worked the sand tables. In the classroom, subjects ranged from administration to communications.

That afternoon, Mark Bickham, who is an Aviation Specialist and manager of the National SEAT program, gave me a heads up that a Red Flag Warning had been issued. This meant that if a fire call came during school hours, I would be going to it. It was early March and there was still snow on Mt. Graham. At first, I thought he was kidding, but he was not.

The third morning had the students back at the sand tables simulating missions they would be assigned that afternoon. Procedures and communication skills were emphasized during this session. By the time lunch rolled around the students knew exactly what was expected of them. They would be graded on everything they did. A serious mistake could lead to an instant dismissal. You could feel the tension in the air as nerves controlled the moment.

To begin with, the missions were simple. Single aircraft were dispatched to different simulations in the desert. As the afternoon passed, the dispatches become more and more complex. Diverts and frequency changes were thrown in to make sure the pilots could adjust and perform the mission. Instructors monitored radio traffic in the operations center, while others observed the drops over the simulated fires.

Besides a few minor glitches, everyone did fine. At the end of the day, you could sense the students’ relief as they climbed out of the tankers. They all agreed that they felt much better about their skill levels. They were ready for the more complex flight missions of the fourth and final day.

The next morning the class talked about their sleepless night and vivid nightmares of missed radio calls or improperly programmed GPS units. We all had a laugh about it and went into the briefing for the morning flights. Flight operations were to begin at 0900 and would include missions with five aircraft in the air and over the fire at one time. Both lead planes and air attacks were included in the missions that day. The lead plane with actual leads into the target area exposed students to scenarios that included target description, acquisition and show-me runs.

After the debriefing at the end of the day, the participants of the first class learned they had all passed. Some were told they needed more work in certain areas and will remain Level II pilots until they get up to speed. Overall they were happy and relieved. They left the academy aware they were on their way to becoming professional aerial firefighters. Before leaving, the instructors were briefed to report in at 0730 the next day and be ready for the second class that would begin that morning.

Each day the instructors are given a different assignment, with a new subject to teach in the classroom and a new position to fill during operations. This is a great learning experience for the instructors, as well as the students.

At the 0730 briefing, I was assigned to be an observer at the Charlie Fire. As my fellow observer and I climbed into the truck to head out into the desert, I jokingly commented that once we get several miles from the tanker base I will probably receive a dispatch to a fire. About the time we got settled into our lawn chairs, the dispatch radio crackled to life...