Jeff Lowe Photography

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145 Photos - - From historic warbirds to modern supersonics, to the Mars firefighting plane, to modern commercial, private jets to Air Force One, trains, trolleys and on to the world's newest and largest commercial aircraft, the A380.

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< 72 of 145 >

> Gulfstream IV
On the roll at Santa Monica, CA USA.

> Hawaii Mars Reflection at Dawn

World War II era flying boat, Hawaii Mars, is one of two aircraft remaining world wide. It was flown in to fight fires raging in Southern California. Landing at Lake Elsinore in the city of the same name, it underwent a brief flying test of about six passes and three water drops over the lake because it had collided with a waterfowl while arriving.

I arrived before sunrise to plan this shoot of this very rare aircraft which will not likely be seen in this area again.

Glenn Martin was the designer and the aircraft are now owned and operated by the Coulson family of companies and based in British Columbia, Canada.

The following was taken from the Coulson Company's website.

THE MIGHTY MARTIN MARS

Firefighting certainly wasn't what Glenn L. Martin had in mind for the design of the Martin Mars. Originally conceived as a bomber for long range missions and patrols, the production aircraft were redesigned and classified for long-range general transport because of the demonstrated heavy-lift capability of the prototype.

The "Big Four", as they were affectionately known, established airlift and endurance records which remain valid today and they logged some 87,000 accident-free hours before being retired by the USN and sold to Flying Tankers. Mr. Martin would be very pleased to know his original intention of the Mars in a bomber role came to pass in their second career as waterbombers!

HAWAIIAN MARS - Red Tail - bottom drop system - Canadian Registration C-FLYL S/N 76823

During the fire season, the aircraft are kept in a state of readiness to meet the existing fire hazard conditions. They can be in the air in ten minutes and, based on historical data, each can make a drop every fifteen minutes. Working in tandem, this equates to 7,200 US gallons (27,276 litres) every seven minutes and each drop can cover an area of up to 4 acres (1.6 hectares).

It has often been said that the Mars, with a 60,000 pound (27,216 kilogram) payload of foam, is like ""a huge wet blanket". The highly experienced Mars pilots, working closely with the Incident Commander, deliver the water or foam right where it is needed.

Each Mars carries 600 US gallons (2,270 litres) of foam concentrate - enough for 21 drops of a 0.4% solution which is the standard used although it may be decided to use more or less foam as dictated by the Incident Commander.

The Mars are also equipped to deliver Thermo-Gel which when mixed with water forms a light gel by encapsulating the water droplets. This product provides a more even coating of the fuels as well as lasting longer on the ground.

Flying Tankers completed test and evaluation of Class A foam in 1986 and began using it with the Mars as a matter of routine in 1987. It has been estimated that the foam capability of the aircraft increases the efficiency of the Mars by at least 30%. The ability of the machines to drop massive amounts of foam lends itself particularly well to the suppression of urban/rural interface fires and the Mars have excelled in this function.

The Mars carries a crew of four; Captain, First Officer and two Flight Engineers, all of whom work together as a team to get the job done - efficiently and safely. Since the loss of the prototype waterbomber in 1961, the Mars operation has been accident-free for both those flying the machines and those working on the ground. The strict flight procedures the crews adhere to ensure every effort is made to continue this enviable safety record. The Mars are maintained to the highest standards and undergo intensive repair and overhaul each year. The people who maintain them also fly in them - added incentive to do their work well!

The most frequently asked question regarding the Mars is "How do they pick up their water?". This part of the flying operation is, perhaps, the most demanding in terms of teamwork among the crew. The Captain executes a normal landing, keeps the the aircraft "on the step" and allows the speed to decrease to 70 knots. He then passes engine power to the Flight Engineer and selects the scoops to the "down" position. The ram pressure for injecting the water into the tanks is such that the aircraft is taking on water at a rate in excess of a ton per second. To account for this added weight, the Flight Engineer must advance the throttles to maintain a skimming speed of 60-70 knots to ensure the aircraft remains on the step. Pickup time is, on average, 25 seconds. When the tanks are full, the Captain will have the scoops raised, call for takeoff power from the Flight Engineer and carry out a normal loaded takeoff.

Once airborne, the foam concentrate is injected into the water load (normally, 30 US gallons of concentrate into the 7,200 US gallon water load) where it is dispersed and remains inert until the load is dropped. Once dropped, the tumbling action causes expansion which converts the water load into a foam load. This process is repeated for each drop. In other words, this vital team work is carried out, on average, every 15 minutes per aircraft. For a Gel drop , the concentrate is injected during the scooping process to allow even mixing.

> Hawaii Mars Flying Tanker - Engines
Four huge engines power the Hawaii Mars.

> Harbor Action
Tug and Robinson 44

> Hawaii Mars Flying Tanker - Lift Off 3
This was the initial take off without water.

Anticipating that the Mars would depart just after sunrise as fire fighting aircraft do in these parts to make use of as much daylight as possible, I left my house at 4:30 a.m. and arrived at 5:45...fully expecting departure within 90 minutes. It didn't happen. Though loading and fueling took place along with several "officials" boarding her, she sat and sat.

After getting the photos from the shore, I tried to anticipate what the flight pattern would be. I decided any flight pattern would have to fly over a levee at the south end of the lake.

So, I hiked almost 4.9 miles round trip out onto a levee to position myself to get the best shots. I was the only photographer on the levee (and only saw one other person during the 3 hours I waited). Finally, the Hawaii Mars taxied and I jogged to and fro hundreds of yards here and back as she taxied back and forth. She finally committed to departing at the far west side of the lake and so out there I hustled for the departure images. She then passed over the eastern section for practice water drops and finally, the center of the lake for its final approach and landing.

> Hawaii Mars Flying Tanker - Lift Off 4
This was the initial take off without water.

Anticipating that the Mars would depart just after sunrise as fire fighting aircraft do in these parts to make use of as much daylight as possible, I left my house at 4:30 a.m. and arrived at 5:45...fully expecting departure within 90 minutes. It didn't happen. Though loading and fueling took place along with several "officials" boarding her, she sat and sat.

After getting the photos from the shore, I tried to anticipate what the flight pattern would be. I decided any flight pattern would have to fly over a levee at the south end of the lake.

So, I hiked almost 4.9 miles round trip out onto a levee to position myself to get the best shots. I was the only photographer on the levee (and only saw one other person during the 3 hours I waited). Finally, the Hawaii Mars taxied and I jogged to and fro hundreds of yards here and back as she taxied back and forth. She finally committed to departing at the far west side of the lake and so out there I hustled for the departure images. She then passed over the eastern section for practice water drops and finally, the center of the lake for its final approach and landing.

> B-52 Stratofortress

> Hawker Sea Fury

> Underneath on Short Final
On short final or, too much luggage was loaded in the rear while sitting on the tarmac.

Underneath on Short Final
On short final or, too much luggage was loaded in the rear while sitting on the tarmac.

Underneath on Short Final
On short final or, too much luggage was loaded in the rear while sitting on the tarmac.

Underneath on Short Final
On short final or, too much luggage was loaded in the rear while sitting on the tarmac.

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