The right airframe for the mission, not a compromise.
An owner-run fleet configured for three different kinds of work, maintained in our own shop at McCall, by the people who then go and fly it.
Three aircraft,
three jobs.
The fleet is built around the Airbus H125 (AS350 B3e), the Bell UH-1H and the Sikorsky UH-60. Each is described here by what it is set up to do, because that is the question that actually decides which one is right for your job.
H125 (AS350 B3e)
The high-altitude workhorse. A single-engine light utility ship that keeps its performance where the mountains start, which is why it carries most of the patrol, survey, long-line and crew work in this terrain.
UH-1H
The medium-lift cabin. A big door, a big floor and a cargo hook: crews and equipment into remote sites, external loads, and bucket work through fire season.
UH-60
The heavy end of the fleet. Twin-engine lift for the loads and the fire assignments the lighter ships cannot take on, with the cabin to move a full crew at the same time.
The kit that turns an aircraft
into a tool for the job.
Most of this is installed and documented in-house, which is why configuration changes do not mean sending the aircraft away for a fortnight.
External load equipment
Long lines, remote hooks, cargo nets, racks and the rigging that turns an aircraft into a precision placement tool.
- Long lines in working lengths
- Remote hooks and rigging
- Cargo nets, racks and baskets
Fire equipment
Bucket work and the support gear that goes with a fire assignment, kept ready through the season rather than sourced when the call comes.
- Water buckets
- Long-line bucket configurations
- Fire-season support kit
Mission & sensor provisions
Mounting and power provisions for survey sensors, cameras and tracking equipment, installed and documented in-house.
- Sensor and camera mounts
- Power and data provisions
- Quick-change configurations
Wildlife & capture fits
Door-off configurations, crew positioning and the equipment that wildlife work needs, set up to the biologist's protocol.
- Door-off operations
- Observer and gunner positions
- Capture-equipment provisions
Why we answer capability
questions with a question.
Any operator can quote a figure. The useful conversation is about your site, your load and your month.
| The short version | What it means for you | |
|---|---|---|
| What sets the limit | Density altitude, temperature, wind and actual load weight, in that order, on the day. | Every performance question is answered for the conditions you are asking about, not from a brochure figure taken at sea level on a cold morning. |
| What we will confirm | Aircraft type, configuration, seats, external-load capability and endurance for your specific job. | Ask with the mission, the elevation and the month and you will get a straight answer, including when it is a no. |
| What we will not do | Quote a capability figure that only exists in ideal conditions. | The number that matters is what the aircraft can do at your site in your season, and it is frequently lower than the one in a sales brochure. |
| When we say no | When the aircraft is wrong for the job, or the job is wrong for any aircraft. | We would rather point you at a larger operator with the right ship than take the work and under-deliver on it. |
Ask with the specifics
Mission, site elevation, month, load weight or seat count, and how long it has to stay there. With those five things we can give you a real answer in one phone call, including telling you when the answer is that you want a bigger operator.
What clients ask
about the fleet.
Because the honest answer to 'what can it lift' or 'how many seats' depends on the configuration, the day and the site, and a model number invites people to look up a brochure figure that will not apply to their job.
Call or email with the mission, the elevation and the month and you will get the specific aircraft, the specific configuration and a realistic performance answer for your work.
Usually. Mission fits, sensor mounts, door-off configurations and specialist equipment are installed and documented in-house, which means configuration changes do not require sending the aircraft away. Tell us early; some fits need an approval path.
We do, in our own shop. The founder is an A&P mechanic as well as a commercial pilot, and the same team maintains outside aircraft for other owners and operators.
No. Our aircraft are flown by our pilots. What we can do is discuss aircraft management, maintenance and support for an aircraft you own and operate yourself.
Yes. We fly all four seasons, and in central Idaho winter flying is normal rather than exceptional. Availability in peak fire season is the one thing worth booking ahead for.
Tell us the mission. We'll tell you which ship.
Owner-run, maintained in-house, flown year-round.
CALL DIRECT · 208-315-5769