The CL-215 lived with the consequences of the humble conditions of its birth. The five short series produced based on sales always sought manufacturing economies.
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The effects were clearly visible even in the dashboard with its analogue dials.
“The dials were purchased at the lowest price where they were available, which meant that the dials were only the same across series of about ten aircraft,” notes former avionics engineer Sylvain Morel, now retired, who served as a pilot in the mid-1990s he is the chief integrator for avionics in aircraft.
“The communication systems were never the same from one series to the next. It was very difficult to do the maintenance engineering for it. »
PHOTO BY WIKIMEDIA COMMONS
The dashboard is littered with CL-215 analog dials
But in the end it was just an inconvenience.
The main problem was the piston engines.
Canadair has long been looking for a more modern type of engine than the old R-2800 with 18 radial cylinders for its tankers. The appearance of a new generation of propeller turboprops for regional transport in the early 1980s provided an engine that was sufficiently light, reliable, powerful and fuel efficient.
A first CL-215T (T for turboprop), equipped with two Pratt & Whitney Canada PW123 engines, flew in 1989, more than 20 years after the CL-215's maiden flight.
Canadair is initially offering its customers the opportunity to install turboprops on their existing CL-215s. However, the integration of the new engine led to such a cascade of modifications that a new designation emerged: CL-415.
“With so much power, we end up with aerodynamic problems,” describes Sylvain Morel. “They have so much propulsive power that you need two gorillas to maneuver them,” he caricatures.
To increase the stability of the aircraft, aerodynamic appendages are attached to the wing tips and tail. Hydraulic assistance is added to the flight controls to make them lighter.
“The controls were not supported on the 215,” emphasizes former pilot Gaston Audy. Driving a 215 requires strength. Everything is supported on a 415. »
The CL-415 cabin is now air-conditioned. “It was hot in 215! », remembers the pilot.
Sylvain Morel took part in numerous flight tests aboard the robust but simple aircraft. “A horror,” he confirms about his aesthetic. “But it has charm!” You have to fly on board to see what an extraordinary aircraft it is. »
Electricity in the air
Turboprops require more energy to take off due to the greater inertia of their turbines. High-performance nickel-cadmium batteries replace the CL-215's old lead-acid batteries.
This “inevitably leads to a change in avionics because all needle instruments are outdated,” says Sylvain Morel.
The dashboard has been completely redesigned with electronic systems and digital screens. You no longer feel like you are flying a World War II bomber.
“Ergonomically a big improvement! », notes the retired engineer.
The redesign of the device is also an opportunity to respond to a request from French customers who want more flexibility in water delivery.
Instead of two tanks and two doors, the CL-415 has four tanks and four doors. They contain 6135 liters of water, 15% more than the CL-215.
“The four doors open all at the same time, or two at the same time on the left or right, or one after the other or one after the other,” explains Sylvain Morel.
A new electronic release control system adjusts the order and timing of door openings to achieve optimal water distribution depending on elevation and fire characteristics.
The End…and What Comes Next
The CL-415 program was launched in October 1991 on the basis of an order by France for a dozen aircraft.
“It is a machine that has evolved in certain aspects, but the basis of the 415 is the same as that of the 215,” notes retired maintenance engineer Michel Blumhart. The fuselage has the same length and width. Except for the winglets, they are the same wings [ailettes] at the wing tips. »
About 95 CL-415s will be completed between 1993 and 2015.
Canadair was purchased by the Canadian government from General Dynamics in 1976 and sold to Bombardier ten years later. Facing serious liquidity problems, Bombardier Aerospace sold the water bomber program to Alberta-based Viking in 2016.
In 48 years, Canadair and Bombardier Aerospace had assembled around 220 air tanker aircraft.
PHOTO N FAZOS, PROVIDED BY DE HAVILLAND CANADA
De Havilland Canada restarted the water bomber program in 2022 under the name DHC-515.
The story isn't over yet. De Havilland Canada, which holds the rights to Viking, announced in March 2022 that it was officially launching the program for its revised – and perfectly recognizable – version, the DHC-515.
Maybe ugly, but timeless.
220 devices in 48 years
Number of CL-215s built (from 1967 to 1990): 125
Number of CL-415s built (from 1993 to 2015): 95
PHOTO WIKIMEDIA COMMONS
One of the two blades of a CL-415.
The legend of the sucked out swimmer
In the novel Barney's Version by Mordecai Richler, a mysterious disappearance is solved when it is learned that the body of a swimmer was found among burned debris. He was apparently accidentally sucked up by a water bomber and thrown into the fire.
Could a swimmer or diver be swallowed by a CL-215 or CL-415?
“This is completely impossible,” said retired engineer Sylvain Morel, who worked on the amphibious aircraft. “The shovels are about 10 x 12 cm in size. In addition, there is a grille in this opening that ensures that no branches or foreign objects get into the pipe. »