Each wildfire season introduces more complex challenges with climate change, drier conditions, and the expanding wildland-urban interface combining to increase the intensity and dangers posed by wildfire.
Airtanker companies must continue to innovate and enhance their capabilities to stay effective and ahead of this evolving threat.
Neptune Aviation is doing just that.
We recently announced our plan to upgrade our aerial firefighting fleet from our successful BAe 146 aircraft to the larger, more advanced Airbus A319.
We are actively working on converting the fleet and preparing to activate our first A319 airtanker during the 2027 wildfire season.
This article provides an inside look at our progress and what this transition means for the future of aerial firefighting.
There were several aircraft options available that could serve as an appropriate successor to Neptune’s BAe 146 fleet, but the Airbus A319 was selected after more than two years of extensive research and evaluation.
This process included months of analyzing airframes, simulating retardant drops to confirm capabilities, and identifying the right engineering partner to help carry out the conversion successfully and sustainably.
The A319 checked every box.
Its larger size expands capacity to 4,500 gallons of fire retardant, representing a 50 percent increase over the 3,000-gallon capacity of the BAe 146.
With its greater fuel capacity and payload flexibility, the A319 can reach more remote fires while carrying a full load of retardant, reducing refueling frequency and increasing time on the mission.
The A319 is also faster, with airspeeds 11 to 15 percent higher than the BAe 146, enabling more daily missions to support firefighters on the ground.
As part of Airbus’s A320 product line, the A319 is equipped with advanced avionics, including a fly-by-wire (FBW) flight control system.
This system uses computers to process pilot inputs and send electronic signals to the aircraft’s control surfaces, helping to enhance safety, responsiveness, and maneuverability while reducing weight and mechanical complexity.
Neptune’s current fleet of BAe 146s remains a capable and effective platform.
With proper maintenance, they could continue flying for decades into the future.
But sourcing replacement parts is becoming increasingly difficult, and that challenge will only grow as the aircraft’s production lifecycle winds down.
That reality was another key factor in our decision to transition.
Neptune is the first company to convert the A319 for aerial firefighting.
As a newer and widely produced aircraft, the A319 offers significant long-term advantages, including access to parts, the ability to train pilots on existing aircraft, and a global market of A319s to draw from to populate our fleet.
Obsolescence won’t be a concern anytime soon, which gives us confidence in this platform for the future.
Since selecting the A319, Neptune has taken a deeper dive into evaluating various options for the tanking system, focusing on the shape and location of the tank, how it affects the aircraft’s center of gravity (CG), the gating system, and how retardant will be released and controlled during a drop.
We reviewed the various models of the A319 to determine which variant would best meet our operational needs.
This summer, we plan to complete a preliminary design review to lock in the aircraft’s major features and move into the next phase of design and analysis.
There are many variables that factor in these decisions.
While we were confident in our choice of the A319 platform, we specifically selected the A319-115 Weight Variant 002.
The -115 designation identifies the engine type and model—in this case, the highest-thrust engine available for the aircraft.
This additional thrust improves takeoff performance, which is especially critical when operating in high-temperature, high-altitude environments.
Based on our analysis, we believe this engine configuration offers the best performance in the fire environment.
The Weight Variant 002 designation reflects that this aircraft is certified for the highest gross weight in the A319 family.
This gives us greater flexibility in terms of fuel and retardant capacity.
Even when fully loaded, we project the aircraft will remain well below the maximum gross weight, providing our crews with a significant performance buffer and added operational margin during demanding missions.
As part of the transition, we also evaluated whether to retain the valving system technology currently used on our BAe 146 fleet.
This system controls how retardant exits the aircraft, determining coverage levels, flow quality, and overall effectiveness.
After carefully analyzing system safety, flow dynamics, and operational performance, we decided to continue using the current valving technology.
It performs exceptionally well, and with the capabilities of the A319, we believe we can further enhance its effectiveness on the new platform.
An important part of the transition to the new fleet was selecting the right engineering partner.
After more than a year of due diligence of researching candidates and reviewing bids, we selected France-based Aerotec & Concept.
This wasn’t a decision based solely on cost.
Aerotec stood out as the firm most aligned with our mission, and we developed a strong working relationship throughout the extended selection process.
They maintained consistent, transparent communication and approached the engagement as true collaborators from the outset.
Their deep experience with Airbus aircraft was another decisive factor, and we’re confident they are the best team to convert the A319 into a next-generation airtanker.
“The Airbus A319’s increased capacity and advanced features make it an ideal choice for wildland firefighting.
Our team is committed to ensuring that Neptune’s new fleet is optimized for maximum efficiency and safety.
With our extensive experience in aircraft modification, we are confident that this transition will enhance Neptune’s aerial firefighting capabilities,” said Aerotec & Concept CEO Johan Clochet.
Aerotec’s role will be comprehensive.
They are responsible for developing the design and certification documentation for Neptune’s A319 airtankers, including the detailed instruction manual for the aircraft’s modification and operation.
They will also work closely with us to design and refine the retardant tanks, build out the conversion kits, and partner with our selected Maintenance, Repair, and Overhaul (MRO) provider to ensure those kits are implemented effectively in the field.
This close collaboration will allow for real-time design refinements as the aircraft are being modified, ensuring the highest quality and performance throughout the fleet transition.
Since beginning the transition our relationship with Aerotec has only strengthened.
Combining their engineering experience with our team’s insight into aircraft modifications has resulted in ongoing, constructive dialogue that will help ensure a smooth transition to the A319.
By the time of this publication, Neptune expects to have acquired its first A319 for conversion into a next-generation airtanker.
Even ahead of that milestone, we have already mobilized internal resources to prepare for the transition.
We have designated subject matter experts (SMEs) from our flight operations and maintenance teams, including mechanics and pilots, who have been closely involved in the program for several months.
Two of our pilots have already earned their A319 Type Ratings, ensuring they bring valuable operational insight into the conversion process from day one.
These internal SMEs have played a critical role—helping us anticipate potential challenges early and ensuring strong communication across departments.
They are acting as liaisons between the project team and the broader organization, while also shaping how we move forward with real-world input.
The next milestone is our preliminary design review.
This step will finalize the aircraft’s major systems architecture, including the tank geometry and gating system.
After that, we’ll move into configuration design—a more detailed phase that involves designing specific structural components, performing stress analysis, and selecting materials.
In fall 2025, we’ll conduct the configuration design review, with production slated to begin in early 2026.
We remain on track to have our first A319 in service by the 2027 wildfire season.
The full transition to the A319 will take place gradually over several years, with a projected fleet of 10 to 15 aircraft comprised of BAe 146s and A319s.
We’ll continue operating the BAe 146s as long as they remain mission-ready, retiring them as their lifecycle comes to an end.
After taking two years to investigate the best way for our organization to move forward to more effectively support global aerial firefighting, we were very confident in the selection of the A319 as the successor to our BAe 146 fleet.
Over the last five months, we have continued to gain a deeper understanding of the A319’s capabilities and have confirmed that this aircraft offers the performance, reliability, and long-term sustainability we need to meet the demands of modern wildfire response for decades to come.
