The investigators concluded that a wing stalled either independently or in combination with an encounter with a wing-tip vortex generated by another aircraft.
Below is the TSB’s Summary of the incident:
An Air Tractor AT-802A on amphibious floats (registration C-GXNX, serial number AT- 802A-0530), operating as Tanker 685, was carrying out wildfire management operations during daylight near Chantslar Lake, British Columbia. Three similar aircraft were working as a group with Tanker 685, which was second in line on a touch-and-go to scoop water from Chantslar Lake. Upon liftoff, control was lost and the aircraft’s right wing struck the water. The aircraft water-looped, and the floats and their support structure separated from the fuselage. The aircraft remained upright and slowly sank.
The pilot received minor injuries, egressed from the cockpit, and inflated the personal flotation device being worn. The third aircraft in the formation jettisoned its hopper load as it continued its takeoff and remained in the circuit. The fourth aircraft jettisoned its hopper load, rejected its takeoff, and taxied to pick up the accident pilot. There was sufficient impact force to activate the on-board 406- megahertz emergency locator transmitter, but the search-and-rescue satellite system did not detect a signal from the emergency locator transmitter until the wreckage was being recovered 6 days later.
The TSB’s findings, in part:
1. A wing stalled either independently or in combination with an encounter with a wing-tip vortex generated by the lead aircraft. This caused a loss of control moments after liftoff, and resulted in the right-hand wing tip contacting the water and in a subsequent water-loop.
2. The operator’s standard takeoff procedures did not specify a liftoff speed for scooping operations. Lifting off below the published power-off stall speed contributed to a loss of control at an altitude insufficient to permit a recovery.
3. The takeoff condition, with the aircraft heavy, its speed below the published power-off stall speed, and a high angle-of-attack contributed to the loss of control.
4. An understaffed management structure during organizational changes likely led to excessive workload for existing managers. This contributed to risks, contained within the standard operating procedures, not being addressed through the operator’s safety management system, resulting in continued aircraft operations below published minimum airspeed limitations.
The report states that Conair hired a safety manager and a company check pilot for the Fire Boss fleet before the 2015 spring training season started. And, Conair adopted a risk mitigation plan for 2015–2016, applicable to the company’s AT-802 fleet. The plan addresses issues mentioned in the TSB report, plus an additional issue identified in-house.
The year following the August 14, 2014 crash on Chantslar Lake there were three incidents that we are aware of that involved Conair AT-802’s:
2015, April 11: An engine failure on Air Tanker 699, an Air Tractor AT-802A, during training resulted in damage to a float upon landing. The incident occurred April 11, 2015 on Harrison Lake, BC, 33 nm NNE of Abbotsford.
The wreckage of the Russian air tanker that was reported missing in Siberia on July 1 has been found. Rescuers found the debris of the Ilyushin IL-76 plane at approximately 2 a.m. Moscow time in the Kachug District, 9 km southeast of the settlement of Rybny Uyan.
A photo posted by Федеральная Авиалесоохрана (@avialesookhrana) on
From the air the in the smoky conditions in the forest the only recognizable part of the aircraft was the tail.
Initially there were conflicting reports on the number of personnel on board, ranging from 9 to 11, but Russian authorities on Sunday confirmed there were 10. The remains of six and one flight recorder have been located. Marines are clearing an area to be used as a helispot.
Below is an excerpt from an article in the New Indian Express:
…A Russian aviation agencies source told TASS news agency that the plane most likely lost control because of interference from hot air from the wildfire that it was trying to douse with water.
“It’s possible that hot air from the wildfires got into the engines, the plane lost propulsion and could not gain altitude, hit the top of the trees and fell,” the source was quoted as saying.
The plane’s tail was discovered by another firefighter on today morning, said the Russian forestry agency’s aviation unit.
Last week another firefighter died on duty in Russia’s far-eastern Kamchatka region, the regional government revealed.
The forestry agency’s aviation unit said today that over 43 thousand hectares of forest land is burning in Russia, mostly in Siberia.
But Russia’s Greenpeace which monitors wildfires via satellite data said government figures are vastly underestimated, with 415 thousand hectares burning in Irkutsk region alone.
A few days ago I stopped by the memorial to MAFFS 7 on Highway 18 in South Dakota. It honors the four people that died when the Modular Airborne FireFighting System (MAFFS) C-130 air tanker crashed in South Dakota exactly exactly four year ago today. MAFFS 7, from the 145 Airlift Wing in North Carolina, was dropping retardant to slow the spread of the White Draw Fire when it encountered turbulent air and crashed, killing Lt. Col Paul K. Mikeal, 42; Maj. Joseph M. McCormick, 36; Maj. Ryan S. David, 35, and Senior Master Sgt. Roberts S. Cannon, 50. Two crew members survived but were seriously injured, Loadmasters Chief Master Sgt. Andy Huneycutt, and Master Sgt. Joshua Marlowe.
The memorial is still in good shape three years after it was installed. It is approximately 6 miles northeast of Edgemont, SD on Highway 18 near the point of origin of the fire (map) where the motor home that started the blaze caught fire while pulling the grade between Edgemont and Hot Springs. The memorial consists of a gravel parking area with room for about six vehicles and has two interpretive panels — one describing the White Draw Fire and the other covers the accident and the four victims.
When a water-scooping CL-215 air tanker crashed in Greece on June 26, the pilots of two Aircrane helicopters who were working a fire diverted to the site, saw that the aircraft was on fire, and each helicopter dropped three loads of water on the flames. This helped make it possible for one of the CL-215 pilots to extract the other pilot who had a back injury.
[Erickson Aircrane pilots Mike Strasser and Jeff Shelton] and another Aircrane, operated by Jeff Brenhaug and Don McLeod, were fighting a fire about eight miles northwest of Athens, Greece, on June 26, when a Hellenic Air Force Canadair CL-215 waterbomber—known as a “duck”—crashed on a wooded hillside. Thick black smoke was rising into the air as the two Aircranes arrived above the wreckage.
“It was pretty obvious that it had gone down and it was on fire,” Strasser told Skies. “We decided to switch to light coverage and began dropping water on the plane. As we came in behind the other Crane for our first drop, I was looking out the bubble window and I saw two people on the right side of the aircraft. It looked like one of them was dragging the other out.”
“Just seeing somebody outside [the aircraft] was a good feeling,” said Strasser. “It crashed close to a road, and soon I saw firefighters on the ground rescuing them. We finished up there and headed back to fight the fire.”
But the story didn’t end there for the Aircrane crews. The next day they received a special visitor. Taxiarchis Papamarkos, one of the CL-215 pilots, sought them out to say his thanks.
“He told us the other guy had a back injury and couldn’t walk,” recounted Strasser. “He was trying to help him, but it was getting very hot and his flight suit was singed. He thought he would be dead in 10 seconds. He expected the plane to blow up, so he started counting backwards from 10. But when he got to four, he felt cool rain falling on him. It helped him to pull his friend out.”
The other CL-215 pilot is in the hospital but is expected to recover.
Air Tanker 60, an Erickson Aero Tanker DC-7B, made an emergency landing at the Chico, California airport Thursday morning. A person who was monitoring radio traffic told Fire Aviation that the pilot declared an emergency after shutting down the #3 engine and losing all hydraulics. The video was apparently captured by someone on the nearby Eaton Road that borders the airport.
The pilots deserve kudos for keeping the aircraft on the runway.
Click on the image above and you’ll be taken to the Action News Now website where you can view it. The resolution on the video is very poor, but you can pretty much tell what is happening.
This DC-7B is 58 years old, manufactured in 1958. Over the last three to four years several P2V air tankers in that same age range have had serious problems with hydraulics that resulted in problems as they landed.
The crew of two was transported to a hospital for evaluation.
(UPDATED at 8:59 a.m. MDT, May 7, 2016)
The Whistler Question reports that the pilot of the air tanker that slid off the runway at Manning, Alberta “suffered a medical episode” and the co-pilot was forced to land the plane. This occurred while the aircraft was approaching to land.
Below is an excerpt from the article:
…During the emergency landing at the airport strip, the plane veered off the runway and came to rest in the ditch, luckily without catching fire.
The co-pilot was not injured and walked away from the crash, but the pilot suffered a cut to the head, though he was conscious and breathing when first responders arrived.
(Originally published at 9:42 p.m. MDT May 5, 2016)
Above: Alberta premier Rachel Notley confirms the air tanker incident at Manning.
An air tanker slid off the runway Thursday at the Manning, Alberta airport. There were no fatalities but the two pilots were being evaluated at a hospital. The air tanker had been working a fire near Manning before the incident.
CBC news quoted Eleanor Miclette, the acting chief administrative officer for the County of Northern Lights, who said the air crew lost control of the plane’s steering and crash-landed at the end of the runway around 4 p.m. The aircraft, a Convair, leaked fuel following the crash but there was no fire.
The Marine Corps investigation into the crash of an MV-22 Osprey tilt-rotor aircraft May 17 in Hawaii determined that it was caused by dust stirred up by the rotor wash.
After making multiple attempts to land in brown-out conditions, the buildup of debris on the turbine blades and vanes led to a compressor stall in the left engine, which decreased lift and resulted in the hard landing and fire.
The report found that pilot performance and an improper site survey of the landing zone led to the accident, resulting in the deaths of two and injuries to 20 on board.
The potential for the Osprey to deliver water or personnel to fight wildfires was evaluated by the Marine Corps in tests with a 900-gallon water bucket. They recommended that the aircraft not exceed 90 knots with a bucket and 50 knots when dropping water.
The Osprey is a tilt-rotor aircraft capable of vertical or short takeoff and landing. When airborne, it can cruise at over 300 mph, can carry 24 to 32 troops, or 15,000 pounds of external cargo.