Aerial fire operates on similar flight and duty limits to Part 135. It has additional safeguards for times of high fire activity, when the number and frequency of mandatory days off are accelerated. The federal government and the california CALFIRE systems are spring loaded to respond to "safety of flight." Say those magic words, and you have everyone's attention. If you're given a drop, or a dispatch, or a reposition, and call safety of flight, no more need be said.

I timed out a couple of times this summer during some active fires. Once that point is reached, I'm done. If there's a possibility that it could be reached on the next dispatch, I can't take the flight; in most cases, the government won't allow the aircraft to be dispatched if there's a possiblity of exceeding a flight or duty limit.

The aircraft are very closely monitored and maintained. Particularly since two structural failures that occurred in 2002, additional life limits, inspections, and maintenance requirements have been applied. These are overseen by the FAA, the user agencies, and depending on the aircraft and operator, private companies that own or operate the aircraft.

The S2T in this case appears to have caught a tree with a wingtip during drop operations. I guarantee that had the Craig felt fatigued, and had said so, no one would have questioned that.