Bridger Aerospace Acquires Six Aircraft to Bolster 2026 Firefighting Operations

Bridger Aerospace Group Holdings, Inc. (NASDAQ: BAER), a prominent provider of aerial firefighting services, has officially completed the acquisition of six additional Aircraft to expand its operational fleet. According to a company press release issued on December 30, 2025, the transaction includes two Canadair CL-215T Amphibious Aircraft, commonly known as “Super Scoopers”, and four Air Attack aircraft. This strategic move is designed to position the company for expanded federal contract awards ahead of the 2026 wildfire season.

The acquisition marks a significant consolidation of assets for the Belgrade, Montana-based company. By purchasing these aircraft, which were previously held by a joint venture or leased, Bridger Aerospace aims to secure long-term stability and enhance its capacity to respond to increasingly severe wildfire seasons. The company stated that the purchase of the two Super Scoopers was valued at $50 million, funded through a Senior Secured Term Loan Facility that closed earlier in October 2025.

Transaction Details and Fleet Expansion

The newly acquired assets were purchased from MAB Funding, LLC, a joint venture partnership involving Bridger Aerospace, Marathon Asset Management LP, and Eyre Street Capital. The transaction officially closed on December 30, 2025.

Super Scooper Acquisition

The centerpiece of this deal involves two Canadair CL-215T Amphibious Aircraft. These specialized water bombers are capable of scooping water from lakes or oceans without returning to base, a critical capability for sustained fire suppression. With this purchase, Bridger Aerospace increases its owned fleet of Super Scoopers from six to eight, reinforcing its status as the largest private operator of such aircraft globally.

According to the company, the $50 million purchase price for these two aircraft was financed via its $210 million credit facility. These specific airframes are often referred to as “Spanish Super Scoopers” because they were originally acquired from the Spanish government before being retrofitted and maintained by Bridger.

Air Attack Fleet Growth

In addition to the heavy tankers, Bridger acquired four Air Attack aircraft. These planes, typically Pilatus PC-12 or Daher Kodiak 100 models, serve as the “quarterbacks” of the sky. They do not drop water but are essential for coordinating aerial traffic and guiding heavy tankers to their targets.

The press release notes that two of these four aircraft were previously leased by Bridger and were already on Contracts during the 2025 season. Bringing them onto the company’s balance sheet is intended to reduce leasing costs and secure the assets for long-term use. The Air Attack fleet now stands at 11 aircraft dedicated to surveillance and tactical coordination.

Strategic Focus: The 2026 Wildfire Season

Bridger Aerospace explicitly linked this acquisition to its Strategy for the upcoming 2026 fire season. By owning these assets outright, the company is better positioned to bid for “Exclusive Use” (EU) contracts with the United States Forest Service (USFS). Unlike “Call-When-Needed” contracts, which operate on an on-demand basis, EU contracts provide guaranteed revenue for a set period, offering greater financial predictability.

In the press release, Bridger Aerospace CEO Sam Davis emphasized the operational importance of the deal:

“The addition of these aircraft positions Bridger to better fulfill our mission to protect lives, property, and the environment in 2026… We are confident in the potential for these aircraft to generate additional revenue and cash flow growth.”

Technical Capabilities

The Canadair CL-215T models acquired in this transaction are turbine-powered upgrades of the original piston-engine CL-215. According to technical specifications referenced in industry reports, these aircraft can scoop approximately 1,412 gallons (5,345 liters) of water in just 12 seconds. The turbine engines provide improved safety and performance in mountainous terrain compared to older piston variants.

AirPro News Analysis

This acquisition represents a shift in Bridger Aerospace’s financial structure, moving from an “asset-light” leasing model for certain airframes to an “asset-heavy” ownership model. While this increases the company’s debt load, specifically utilizing the $210 million term loan, it eliminates lease payments and grants Bridger full control over the assets.

Control is the key variable here. Federal agencies like the USFS often prioritize contractors who can guarantee asset availability. By owning the “Spanish Super Scoopers” outright, Bridger removes the risk of lease expirations or partner disputes, making them a more reliable partner for multi-year government contracts. Investors will likely be watching the next earnings call to see if this capital expenditure translates directly into the coveted Exclusive Use task orders for 2026.

Frequently Asked Questions

What is a “Super Scooper”?

A Super Scooper is an amphibious aircraft designed specifically for aerial firefighting. It can skim the surface of a body of water to refill its tanks in seconds, allowing it to make repeated drops on a fire without returning to an airport to reload.

How was the purchase funded?

The $50 million for the two Super Scoopers was funded through Bridger’s $210 million Senior Secured Term Loan Facility. The four Air Attack aircraft were purchased using cash on hand and an initial draw on the same credit facility.

Does Bridger Aerospace operate outside the US?

While the company is based in Montana and focuses heavily on US federal contracts, the mobility of its fleet allows it to respond to wildfires across North-America and potentially internationally, depending on contract arrangements.

Sources

• Bridger Aerospace Press Release

This article is based on an official publication from the National Business Aviation Association (NBAA).

Aircraft Return to Service Statements: Why Paperwork is a Critical Safety Component

In the high-stakes world of business aviation, mechanical integrity is often the primary focus of safety discussions. However, a recent publication by the National Business Aviation Association (NBAA) highlights a frequently overlooked aspect of airworthiness: the Return to Service (RTS) statement. According to the NBAA’s November 2025 guidance, this documentation is not merely a bureaucratic formality but a critical public declaration of safety that carries significant legal and financial weight.

The NBAA Maintenance Committee is urging aircraft owners and operators to take direct accountability for their logbooks rather than delegating the responsibility entirely to mechanics. As the industry faces stricter scrutiny regarding asset value and liability, the precision of maintenance records has become as vital as the physical repairs themselves.

The “Green Light” for Safety

An RTS statement serves as the definitive signal to pilots, passengers, and insurers that an aircraft is safe for flight. It is a legal certification confirming that all work performed meets federal regulations. The NBAA emphasizes that while mechanics sign the logbook, the aircraft owner or operator retains ultimate responsibility for the airworthiness of the asset.

According to the NBAA, owners must possess the knowledge to audit these entries effectively. A failure to understand the distinction between a compliant entry and a vague one can lead to severe operational disruptions.

Expert Perspectives on Standardization

The NBAA guidance features insights from industry experts who advocate for rigorous process control. Joel Felker, a member of the NBAA Maintenance Committee, recommends the use of pre-drafted, standardized statements for routine maintenance tasks. This approach ensures consistency and prevents the omission of required legal phrasing.

Felker also stresses the importance of explicitly referencing Instructions for Continued Airworthiness (ICAs) in logbook entries. This level of detail ensures that future maintenance teams can trace the exact standards used during a repair.

Jon McLaughlin, another NBAA member, highlights the necessity of quality assurance processes. He notes that without a defined system for reviewing logbooks, critical tasks can be overlooked, resulting in compliance gaps that may ground an aircraft.

Regulatory Context and Best Practices

The Federal Aviation Regulations (FARs) provide strict guidelines for maintenance entries under 14 CFR Part 43. Understanding these rules is essential for owners auditing their records.

• 14 CFR § 43.9 (Maintenance Entries): These entries must include a description of the work, the date, the name of the person performing the work, and the signature and certificate number of the approving authority.
• 14 CFR § 43.11 (Inspection Entries): Specific to inspections such as Annual or 100-hour checks, this regulation requires a precise statement certifying that the aircraft has been inspected in accordance with the specific inspection type and determined to be in airworthy condition.

Modernizing Guidance: Advisory Circular AC 43-9D

The industry is currently navigating a significant update to FAA guidance. According to reports on the regulatory landscape, Advisory Circular AC 43-9D represents the first major overhaul of this guidance since 1998. Drafted in late 2024 and finalized in 2025, this update modernizes record-keeping to accommodate digital and electronic records.

Furthermore, the new circular clarifies the use of FAA Form 8130-3 (Authorized Release Certificate) as a valid maintenance record, a move that aligns U.S. practices more closely with international standards.

The Financial and Legal Cost of Poor Records

Beyond regulatory compliance, the quality of an aircraft’s logbooks has a direct impact on its financial value. Industry data suggests that missing or disorganized logs can devalue an aircraft by 10% to 50%. The logbooks act as the aircraft’s “resume”; without them, proving the maintenance history of critical components like engines becomes impossible, often rendering them “run-out” or valueless in the eyes of a buyer.

Insurance Implications

Insurers routinely audit logbooks following an accident. If an RTS statement is missing or invalid, such as lacking a required signature for a previous annual inspection, the aircraft may be deemed unairworthy at the time of the incident. This technicality can provide grounds for insurers to deny a claim entirely.

Liability also shifts based on the quality of documentation. Vague entries that fail to record specific data points, such as torque values or part numbers, can be interpreted as negligence, shifting liability onto the owner or the maintenance shop.

AirPro News Analysis

The shift toward digital aircraft logbooks represents a necessary evolution in asset management. While paper records have been the standard for decades, they are vulnerable to loss via fire, theft, or simple mismanagement during transactions. The NBAA’s push for better documentation aligns perfectly with the capabilities of modern digital platforms.

Digital logs offer “future-proofing” for aircraft assets. The ability to instantly search for compliance with specific Airworthiness Directives (ADs) streamlines inspections and increases buyer confidence. As the FAA modernizes its guidance through AC 43-9D, we expect digital record-keeping to transition from a “best practice” to an industry standard, essential for maintaining the residual value of business aircraft.

Frequently Asked Questions

Who is responsible for the accuracy of the logbook entry?
While the mechanic or repair station signs the entry, the aircraft owner or operator is ultimately responsible for maintaining the aircraft’s airworthiness and ensuring records are complete.

What is the difference between a maintenance entry and an inspection entry?
Maintenance entries (under § 43.9) describe repairs and alterations, while inspection entries (under § 43.11) certify that an aircraft has undergone a specific inspection (like an Annual) and is airworthy.

Can a bad logbook entry void my insurance?
Yes. If a logbook entry is invalid or missing, the aircraft may be considered unairworthy. Most insurance policies have exclusions for operating an unairworthy aircraft, which could lead to a claim denial.

Sources: NBAA

This article is based on an official press release from Ardian.

Ardian Agrees to Sell NHV Group Stake to GD Helicopter Finance

Private investment house Ardian has announced a definitive agreement to sell its majority stake in NHV Group to GD Helicopter Finance (GDHF). The transaction, announced in late December 2025, marks a significant transition for NHV, a leading European business-to-business Helicopters operator headquartered in Ostend, Belgium. The deal is expected to close in the first quarter of 2026, subject to customary regulatory approvals.

This acquisition brings together NHV’s established operational footprint in the North Sea and West Africa with GDHF’s substantial capital resources and Orders book. According to the announcement, NHV will maintain its brand identity and continue to operate as a distinct entity under the new ownership structure.

Transaction Overview and Strategic Rationale

Ardian has held a majority share in NHV Group since 2013. Over this 12-year holding period, Ardian supported the operator’s geographic expansion and fleet modernization, notably positioning NHV as the global launch customer for the Airbus H175. The sale to GDHF represents the conclusion of this long-term investment cycle.

GD Helicopter Finance, a Dublin-based lessor launched in 2024, enters the deal with a significant portfolio of new-generation assets. The company is backed by Peter Jiang, Chairman of GDAT, a major general aviation player in China. The acquisition is structured to provide NHV with immediate access to modern aircraft, addressing a critical need in a market currently constrained by manufacturing delays.

“The deal creates a symbiotic relationship where the lessor (GDHF) owns the operator (NHV). This allows GDHF to deploy its capital and aircraft efficiently while NHV gains immediate access to modern fleet upgrades.”

Industry Research Report

Fleet Modernization and Supply Chain Dynamics

A central driver of this transaction is the tightening global Supply-Chain for rotary-wing aircraft. New production slots for “super-medium” helicopters are increasingly scarce. GDHF holds a robust order book that includes 50 Airbus H160s, 20 Airbus H175s, and 10 Leonardo AW189s. By acquiring NHV, GDHF secures a guaranteed placement channel for these assets, while NHV bypasses long wait times for new equipment.

NHV currently operates a fleet of approximately 28 aircraft, primarily consisting of Airbus H175, H145, and Leonardo AW139/AW169 models. The integration with GDHF is expected to accelerate the renewal of this fleet, particularly for offshore wind and energy contracts that demand lower carbon emissions and higher fuel efficiency.

AirPro News Analysis: The “Super-Medium” Shift

We observe that this transaction underscores a broader industry pivot away from heavy helicopters, such as the Sikorsky S-92, toward efficient “super-medium” airframes like the Airbus H175 and Leonardo AW189. The offshore energy sector is prioritizing cost-efficiency and Sustainability, making the availability of these specific aircraft types a competitive differentiator. GDHF’s pre-ordered slots for H175s and H160s provide NHV with a strategic advantage that few competitors can match without enduring multi-year delivery delays.

Leadership and Operational Continuity

Despite the change in ownership, the companies have emphasized stability. NHV Group will continue to be led by CEO Lars-Henrik Thorngreen, who was appointed in November 2024. Thorngreen, who previously served as COO, is tasked with steering the company through this ownership transition while maintaining service levels for critical missions, including Search and Rescue (SAR), Harbor Pilot Services, and offshore transport.

The press release notes that NHV will remain “operationally independent.” This distinction is likely vital for maintaining regulatory compliance and client trust, particularly given the sensitive nature of NHV’s government and energy sector contracts in Europe.

AirPro News Analysis: Global Capital in European Infrastructure

While GDHF is domiciled in Ireland, the backing of GDAT and Chairman Peter Jiang introduces significant Chinese-affiliated capital into the European critical infrastructure space. The explicit emphasis on operational independence in the announcement suggests the parties are cognizant of potential regulatory scrutiny. We anticipate that European regulators will closely monitor the governance structures to ensure that control over sensitive operations, such as search and rescue, remains localized and compliant with EU security standards.

Frequently Asked Questions

When will the transaction close?

The deal is expected to close in Q1 2026, pending regulatory approvals.

Will NHV change its name or brand?

No. NHV Group will retain its brand identity and operational independence.

What aircraft does GDHF have on order?

GDHF’s order book includes 50 Airbus H160s, 20 Airbus H175s, and 10 Leonardo AW189s.

Sources

• Ardian Press Release
• Helicopter Investor