Spain’s basic fleet of firefighting aircraft, operated by the Air and Space Force, is under scrutiny as wildfires intensify and political debate grows over who is responsible for outdated equipment. Despite criticism from the Partido Popular (PP) over the lack of modernization, official records show that only one of the 14 Canadair amphibious planes currently in service was purchased during a PP government. The rest were acquired under previous administrations, mostly led by the PSOE.
The PP, which controls most regional governments responsible for wildfire prevention and response, has accused the central government of failing to update the fleet. Spokesperson Ester Muñoz recently called the aircraft “obsolete” and claimed no progress had been made since 2022. Yet the last addition to the fleet came in 2013, during Mariano Rajoy’s term. Most of the planes date to the late 1980s and early 1990s. Some even older models were retired only last year.
Of the 14 Canadair aircraft currently operational, 11 belong to the Ministry for Ecological Transition and Demographic Challenge (Miteco), and three to the Ministry of Defence. Ten were purchased under Felipe González’s government, with three more added during José Luis Rodríguez Zapatero’s tenure. The latest, a CL-415 model, was bought in 2013 by the Rajoy government. Fleet renewal has run into obstacles: after a roughly five-year production halt, manufacturer De Havilland Canada had to rebuild a specialized supply chain. The company said the aircraft depends on about 60,000 parts. As executive Sweeney put it, “That hiatus meant a supply chain that drew on 60,000 parts for the firefighting turboprop had evaporated.” Spain coordinated a joint order with France and Italy, alongside Greece, Portugal and Croatia. The deal secured seven new DHC-515 aircraft for Spain at a cost of €375 million. The first delivery is not expected until 2028, with the last arriving in 2031.
The DHC-515, previously known as the CL-515, succeeds the CL-415 and is intended to replace older CL-215 and CL-415 aircraft. It is described as the only amphibious firefighting aircraft currently in production. De Havilland’s reported order book stood at 38 aircraft, with deliveries committed through 2034. The company’s immediate production capacity was reported at about 10 aircraft a year. The first aircraft are being built for European customers, with Greece set to receive the first. De Havilland has said it is seeking another order for 50 aircraft to support a second production line. Limited manufacturing capacity and long lead times continue to constrain fleet renewal.
Plans to upgrade the avionics of ten CL-215T aircraft were abandoned this July after the selected contractor raised the price and a legal challenge forced the contract’s cancellation. So, the government is likely to phase out these planes as the new models arrive, missing the chance to use EU recovery funds for modernization. The current operational commitment is to provide 10 aircraft for the summer wildfire campaign, but bird strikes and other incidents mean only seven are currently flying. Military sources consider this an acceptable level of readiness, though they acknowledge that newer planes would improve reliability.
Alongside the basic fleet, Miteco deploys 15 additional planes and 31 helicopters for firefighting. The Ministry of Defence has also explored adapting A400M transport aircraft for fire suppression, but logistical and geographic challenges make this option impractical for Spain’s rugged terrain. Until the new DHC-515s arrive, authorities expect to rely on the existing fleet unless they lease private aircraft to fill gaps.
Recent wildfires have exposed the strain on Spain’s aerial firefighting resources. As reported in coverage of mass evacuations in Madrid and Ávila, extreme weather combined with limited aircraft availability has complicated emergency response efforts.
Spain is not alone in relying on aging firefighting planes. Many countries face similar challenges, as the Canadair series has long been the backbone of aerial firefighting across the Mediterranean. The DHC-515 is designed to replace older models and promises greater water capacity, along with navigation systems that include night vision. But the long production timeline means Spain must manage for now with a fleet in which most aircraft are between 36 and 40 years old. Production is restarting incrementally, while orders already stretch years into the future. Replacing specialized state aircraft is a long-term procurement challenge, and delays leave public agencies relying on aging equipment during increasingly severe wildfire seasons.
