In addition to closing the deal on the planes, McIvor had the presence of mind to anticipate the maintenance and logistical difficulties associated with supporting such large aircraft, and almost immediately made arrangements to purchase spare engines, eventually buying 35 at scrap metal prices, as well as many new spare parts for the JRMs that remained in the Navy inventory. With this level of preparation, the Mars flying boats could be kept airworthy on a very long-term—almost indefinite—basis.

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Once they were flyable, the four JRMs were moved one at a time to Fairley Aviation of Canada, at Victoria International Airport in Sidney, British Columbia, off Patricia Bay. Initially, two of them underwent an extensive air tanker conversion process, which involved retrofitting newly overhauled R-3350-24WA engines (in place of the R-4360s), removing all unnecessary military equipment and installing 6,000-gallon water tanks in the fuselage along with retractable scoops on the bottom of the hull. The scoops were designed to enable the aircraft to replenish its water tanks while skimming across a lake, allowing a rapid turnaround between water drops. The decision to switch to R-3350 engines, and accept the resultant reduction in payload, was likely due to long-term maintenance considerations. The original plan involved converting two of the planes and holding the other two in reserve—a wise choice as it turned out, because FIFT’s flight operations got off to a very shaky start.

The first aircraft to be converted, Marianas Mars, was ready for service by the spring of 1960, but disaster struck on June 23 when the pilot, misjudging his altitude, cartwheeled the big flying boat into the forest, killing himself and three crew members. McIvor was temporarily grounded at the time due to eyesight problems. Conversion of the second aircraft, Caroline Mars, was completed in early 1962, and with McIvor at the controls it began responding to fire calls that rapidly demonstrated its superior firefighting qualities. Unfortunately, in October of that year, while ashore for maintenance, the plane was wrecked beyond repair by Typhoon Freda.

But these misfortunes did not deter McIvor and his associates. Philippine Mars and Hawaii Mars were ready to enter service in 1963 and 1964, respectively. During the conversion, Philippine Mars re­ceived water tanks in the main fuselage, where the cargo holds were located, with water drop ports located on either side of the fuselage. Hawaii Mars was given a more conventional treatment in which the water tanks were installed near the bottom of the hull (in place of fuel tanks), with drop ports in the belly. Both aircraft were subsequently rated to operate with a load of 7,200 gallons, together with separate tanks containing 600 gallons of chemical foam concentrate. The separate elements of water and foam concentrate were designed to mix and catalyze as they exited the drop ports.

From their base on Sproat Lake, west of Port Alberni, B.C., FIFT’s two tankers resumed water-bombing operations, which would continue, virtually without mishap, for the next 44 years. Both big flying boats, adorned with vivid red-and-white paint schemes, became a common sight over the forests of western Canada. It is said that whenever the Mars tankers arrived in response to a call, no fire ever got out of control.

In its water-bomber role, the potency of the Mars is unsurpassed by any aircraft. Rated under firefighting guidelines as a Type I Tanker, the Mars can take off with 2.4 times the load carried by other converted aircraft such as the Lockheed C-130 Hercules and P-3C Orion and Douglas DC-7 transport, and possesses the added capability of refilling its tanks on the fly. The most comparable flying boat equipped with water scoops, the Canadair CL-415, has a capacity of only 1,600 gallons. When a Mars makes a water drop, typically from 150 feet, the water and foam mixture can cover up to four acres with a 4-inch carpet of foam. A firefighting Mars normally carries a crew of four: a captain, first officer (co-pilot) and two flight engineers. Lightheartedly referring to themselves as “Martians,” the pilots selected to fly them generally possess considerable flying experience (i.e., 10,000-plus hours) and plenty of logbook time as pilot-in-command of flying boats and seaplanes.

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