This summer’s wildfire season has been particularly brutal so far in the U.S., even in comparison to the catastrophic blazes of previous years. The same is true for Canada as well, which has experienced a significant increase in major conflagrations from British Columbia on the east to Ontario. On July 14th alone, there were reportedly 226 wildfires burning out of control across the nation. Given such dire circumstances, one might imagine that all hands would literally be at the pump, with as many aerial firefighting teams in action as possible. But this is not the case… at least not for the Martin JRM Mars water bombers which the Coulson Group once fielded each year in British Columbia and elsewhere.
Many have wondered why such a powerful asset is sitting on the sidelines when it could be playing an important role in quashing fires from the air, like other smaller and less capable aircraft in the Coulson fleet. But according to British Columbia’s Wildfire Service, the Mars “is a retired aircraft that hasn’t been used in B.C. since 2015.” What this banal statement fails to address, however, is that it was the very same BC Wildfire Service that brought about this situation. They declined to renew the aircraft’s firefighting contracts that year, and in subsequent years… essentially forcing the type’s withdrawal from operational use.
Instead of including the ‘big guns’ like the Mars, the Wildfire Service prefers to contract fleets of far-smaller float planes like the AT-802F Fire Boss, which is based upon the well-known, single-engine Air Tractor crop-duster. While the Fire Boss is certainly more nimble, can coordinate in numbers over a fire, and safely drop near firefighting personnel on the ground (which the Mars cannot), it only has the capacity to deliver a minuscule amount of water in any one pass in comparison to the Mars. This is not to say that the Mars would be appropriate in every situation – especially in treacherous terrain or where the local bodies of water cannot handle a flying boat of the JRM’s bulk, but surely there is a place for both aircraft types?
Indeed, the Mars packs a far more powerful punch in just one pass than even eight Fire Boss float planes could flying in formation; indeed it can deliver 7,200 gallons of water in seconds – enough to cover 4 acres of land – in comparison to the 819 gallons a lone Fire Boss provides. Comparing their capabilities can perhaps be summarized with the analogy of trying to douse a campfire with a teacup of water, versus a garbage can. Yes, you can scoop up water with a teacup more easily, and probably dump it more precisely than with a garbage can, but how many trips would it take to extinguish the fire were that even possible? Perhaps this argument is overly simplistic, but it seems fair for all but the biggest conflagrations which no aircraft could do much to suppress.
So again – what now for the Mars? If the firefighting contract never does materialize, one of the two behemoths will likely remain in Canada for eventual static display. Presumably this will be Hawaii Mars, since it retains in the Coulson livery. And if Philippine Mars, which is now resplendent in its former US Navy scheme, is to find a new home in the United States, then surely that must happen fairly soon too – at least if that final journey south is to be on the wing…
Here is hoping for some positive developments sometime in the near future!
Related Articles
Born in Milan, Italy, Moreno moved to the U.S. in 1999 to pursue a career as a commercial pilot. His aviation passion began early, inspired by his uncle, an F-104 Starfighter Crew Chief, and his father, a military traffic controller. Childhood adventures included camping outside military bases and watching planes at Aeroporto Linate. In 1999, he relocated to Atlanta, Georgia, to obtain his commercial pilot license, a move that became permanent. With 24 years in the U.S., he now flies full-time for a Part 91 business aviation company in Atlanta. He is actively involved with the Commemorative Air Force, the D-Day Squadron, and other aviation organizations. He enjoys life with his supportive wife and three wonderful children.
British Columbia is on the west coast, not the east coast.
I am one whom admires the Martin Mars Bomber both for its’ capabilities and the lives and properties it has saved over the years, yes a huge machine of that size will wear out over time which is a normal procedure, therefore maintenance costs must be astronomical.
However, if they can build cargo carriers which can house over 600 people (eg. afghanistan evacuees ) why can’t more of those giants be dedicated to fire fighting procedures? Money? Nah, the ultra rich can afford that no problem, oh, ‘more’ money, from the military, ahh yes there’s the crunch!!!
I really wonder tho’
Lets look at it from an aerial firefighter perspective. Some might even say an expert in the field.
Too Long, didn’t read: The mars is outperformed by all other waterbombers in every situation, for less money, and less negative operational impact. All airtankers in BC have successfully won bids against other competing companies, except the Mars, which was given a direct award each season. There are better aircraft available today.
The longer version.
The Martin Mars never takes a full load. Piston engine aircraft, fuel for a 4 hour mission, air density altitude, poor climb rate, and other drop site factors limit the first load to somewhere between 1700 and 2800 gallons and the turn around times quite a bit longer than other aircraft. After each drop the load is increased by 200 gallons. With turnarounds between 17 and 25 minutes, you will never see the Mars take a full 7200 gallons. Emphasis on never. Lets look at a generous example: 17 min turns, 3.5 hour fuel cycle, you will get 12.3 drops. Lets say 13. This scenario doesn’t include the ferry flight to and from the target from its home base, which would chew up fuel/time over fire. Making 13 drops truly a fair estimate for a fuel cycle. Lets also give it a generous 3,500 gallons first drop. The last drop will be 5,700 gallons. Averaged out, that is 59,800 gallons, or 226,343L delivered. That is a decent amount of water, but nowhere near what it constantly gets quoted as delivering. The cost for a mission like this was around $.45 to $.57 a litre delivered in 2013. Take less fuel and have water closer by and you MIGHT get better numbers. This is assuming no airspace congestion, no ferry time, no boats on the water interfering with scooping, and reasonable air density altitude. But that same scenario also benefits all other waterbombers.
All water delivery requires immediate ground support. Especially during extreme fire events like 2017, 2018, and 2021. Airtankers don’t put out fires. Crews do. During those 17 to 25 minute turns, the fire gets back up, and continues to do its thing. The crew has to get out of the way for another drop. Smashing the canopy, dead snags, and creating more work for the sawyer. You cant drop adjacent to a dozer putting in guard and you cant drop next to crews without the threat of bodily harm.
The Martin Mars never had to compete for a contract. It was given a direct award. Which is completely unfair and antithetical to the government tender process for airtankers as demanded by the taxpayer. Every single airtanker operating in BC/Canada has gone through a competitive bid process. This seems important doesn’t it?
We could go on in more detail about what makes this outdated if you want to debate it. Safety; ground safety, flight crew safety, and airspace management. Resource draw; dedicating a birddog and air attack officer to lead a plane that rarely sees fire action is a waste of already thin resources. Environmental concerns; fueling on the water, old piston engines leaking on our pristine lakes. Terrible fuel burn. Aircraft dependability; one aircraft means if something goes mechanical, you lose all your air support. Replacement parts. Length of unserviceability’s. Logistical support; it takes a small army and multiple trucks/buses to support the Mars. Only to be limited to where it can be moored. Just another operational weak link in the chain.
If the Martin Mars is still so valuable, why isn’t California, Australia, or any number of other fire fighting agencies using it? California has no problem throwing money at aviation resources, and has already seen the Mars in action, so why aren’t they interested?
Because all these agencies have come to the same conclusion. The juice isn’t worth the squeeze. The aircraft cant deliver what it promises and creates more challenges than results.
The Mars not flying isn’t political. It’s not personal. It’s operational. Every mid to high level person in government that dealt with this aircraft, the company, and the contracts… is gone. Retired. Moved on. Gonzo. Political parties? Changed multiple times over the years. Who is next?
The AT-802’s are always thrown out there as the go to comparison. It shouldn’t but. Ok. Lets look at the Firebosses. They have shorter skim requirements, less time on the skim, can use smaller lakes, have better climb rates, provide more accurate drops, can work next to dozers and crews, and are more agile. So their turn times are always better. Sure, smaller loads, but a lot more drops per fuel cycle. With 4 to 6 firebosses in the circuit, and a circuit time of around 7 minutes (4 is great, 10 is less great). It is easily within the normal operation to deliver 200,000 to 300,000L in a fuel cycle. At a cost of $.12 to $.27 per litre delivered, depending on turn times. If one aircraft has an unserviceability, you still have air support. The airtractor is still in production with plenty of parts and support available. They can land at any airport, fuel anywhere, take fire retardant, or be quickly moved to another base where they are needed. These aircraft have their limitations too (fire behaviour, VFR conditions, lake swell) but are far more valuable to the ground crews than the Mars. Although we really shouldn’t be comparing the two.
The Mars was an impressive tool. It had its day, then had another day as a firefighting aircraft, its just not that tool anymore. Articles like this, essentially written with one perspective, only acts as a source of disinformation and fueling the obsession some folks have with this aircraft. Not to mention the distrust it cultivates. Aviation professionals speaking these facts lately are faced with threats and intimidation from well intentioned but ill informed Mars supporters.
There are purpose built firefighting aircraft that will put both the Mars and 802’s to shame with little effort. Canadair/Bombardier CL-215/415/515’s. A new 802FB costs 3-4 million. A CL-415, 45 million or more, and a new CL-515 still in production will be even more expensive. A 4 pack of CL-415’s can deliver 250,000L to 375,000L per fuel cycle consistently.
But yeah, until next year, when the same people for the same reason will ask, Where is the Mars.
Thanks for the feedback, informative indeed.
That’s the kind of number crunching that is put a fire at 109 hectors versus the half hector when it was discovered, a few drops from the plane like the mars would’ve have doused that fire. Crews could’ve went in mopped up been done. Millions of dollars in timber millions of dollars in highway closures, delays, people stuck. Where does that factor into your number crunching You leave those kind of numbers out so your contractors can make millions of dollars spending days and weeks fighting a fire rather rather than getting it put out and being done with it.
Agree 100%.
The article said that the Engines on the MARS Aircraft were R 3350 Engines. They are R4360 Engines and the largest Piston Driven Aircraft Engines built. Operational Engines for this Aircraft are rarer than Hens Teeth. Basically none are Airworthy. When one goes bad none available for replacement. That is most likely the biggest reason they were retired. This is 2025 now and they are attempting to deliver the Philippine MARS to Tucson Arizona to the Pima Air Museum. Engine problems are preventing that for now
Michael, the engines are Wright R-3350 Duplex-Cyclone equipped with 15.2 foot Curtiss Electric propellers. This article was originally published in 2021.