Tanker 73, one of CAL FIRE’s 23 S-2Ts, had a problem while landing at Hemet-Ryan Airport Friday evening in southern California. Thankfully there were no injuries. The air tanker with one person on board made a retardant drop earlier in the evening on the Rose fire near Perris. It returned to Hemet to reload, and took off again for the same fire but was canceled before dropping the second load according to CAL FIRE Battalion Chief Julie Hutchinson. Upon landing at 5:40 p.m. there was an “incident”, she said. The Chief did not know if it landed on its wheels.
“I’m not sure if they kept the whole load or not,” she said. “Normally they will jettison the load in situations like that. But there was an unknown amount of retardant still on board. How much and how much it weighed, that’s something investigators will be looking at.”
Congratulations to the pilot for keeping the aircraft on the runway.
These first three photos were supplied by the Hemet Police Department.
The airport was closed Friday night because the air tanker was still on a runway, but the other two air tankers at Hemet-Ryan were relocated to the Ramona Air Attack Base east of San Diego.
A helicopter hauling logs for a logging contractor on the Willamette National Forest crashed Monday afternoon, killing the pilot, William Bart Colantuono, 54, of Indialantic, Florida. The incident occurred in a remote area near Idanha, Oregon southeast of Salem. Mr. Colantuono had appeared in the History Channel’s series, “Ax Men”.
The sheriff’s office said witnesses of the crash gave deputies the following account: The helicopter, a 1962 Bell UH1B, was being used to transport logs from the cutting area to a log deck in Idanha. It had just returned after the pilot had taken a 45 minute break.
The helicopter had picked up a load when witnesses reported hearing a loud snapping sound which was followed by logs hitting the ground and it appeared the pilot had released the logs electronically, indicating the pilot knew of a problem prior to the crash.
Witnesses then saw a rotor separate from the helicopter followed by it turning upside down and falling to the ground.
A Russian-built Kamov KA-32 helicopter made a crash landing in British Columbia Sunday, August 4. Jen Norie of VIH Aviation Group confirmed that one of their helicopters was conducting water dropping operations on a wildfire near Bella Colla, British Columbia using an external bucket when the aircraft developed an engine problem. The ship made a hard landing on uneven terrain collapsing at least one landing gear, which caused the aircraft to tip over about 30 degrees. The twin overhead counter-rotating main rotors struck the ground, which of course destroyed them.
Thankfully the two pilots walked away with no injuries, so in that sense it was a “good landing”. There were no passengers on board.
Ms. Norie said the company has been operating KA-32s since the mid-1990s, accumulating over 46,000 flight hours without a major incident, until Sunday.
A helicopter made a crash landing into a river Friday while recertifying for water bucket operations near Missoula, Montana. The Missoulian, which has a photo of the Bell 206L-3 sitting upright in three feet of water, reported that it crashed into the Clark Fork River off Big Flat Road west of Missoula. (Another photo.) The article said the pilot, who reported a mechanical failure, and a passenger both survived the crash. The passenger got to shore on his own, while rescuers got the pilot out of the ship and to safety.
The N number on the helicopter is under water and not visible in the photo but the Missoulian article said the helicopter is owned by a Lewiston, Idaho company.
The helicopter sitting in the river has a paint job similar to those at Hillcrest Aviation, based in Lewiston, Idaho.
The Transportation Safety Board (TSB) of Canada has released a report on the crash of a firefighting helicopter that occurred about 20 nautical miles northwest of Lillooet, British Columbia July 29, 2010. Two pilots were on board dropping water on the Jade fire — both of them were hospitalized with injuries. The helicopter was on contract to the B.C. Fire Service by TransWest Helicopters, based in Chilliwack.
The helicopter lost power due to a fuel flow problem. Below are some excerpts from the report:
As the helicopter slowed and started to descend past a ridgeline into the creek valley, the engine lost power. The pilot-in-command, seated in the left-hand seat, immediately turned the helicopter left to climb back over the ridgeline to get to a clearing, released the water bucket and the 130-foot long-line from the belly hook, and descended toward an open area to land. The helicopter touched down hard on uneven, sloping terrain, and pitched over the nose. When the advancing main-rotor blade contacted the ground, the airframe was in a near-vertical, nose-down attitude, which then rotated the fuselage, causing it to land on the left side. A small post-crash fire ignited. The pilot-in-command sustained a concussion and was rendered unconscious. The copilot escaped with minor injuries and dragged the pilot-in-command from the wreckage. The pilot-in-command regained consciousness a few minutes later. The helicopter was substantially damaged. The 406-megahertz emergency locator transmitter was activated, but its antenna fitting fractured; as a result, the search and rescue satellite network did not receive a signal.
Findings as to causes and contributing factors
The engine fuel control unit was contaminated with metallic debris that likely disrupted fuel flow and caused the engine to lose power.
The nature and slope of the terrain in the touchdown area caused the helicopter to roll over during the emergency landing.
The NTSB report mentions that the pilot was texting on his cell phone the day of the accident, including “during the accident flight”. An article at Bloomberg.com has more details about the texting, including:
…The NTSB documented at least 240 texts sent and received by the pilot during his shift the day of the accident, according to records cited by Bill Bramble, an NTSB investigator. There were 20 such texts with a coworker before and during the accident, the safety board found.
Freudenbert received four texts, three of them from a friend at work, and sent three others during the flight, according to NTSB records. He was planning to have dinner with the coworker, according to the records.
Another 13 texts were logged on his phone in the 71 minutes before the flight, including two during a previous flight, according to NTSB records.
(Originally published April 9, 2013)
The National Transportation Safety Board has released the cause of the crash of an EMS helicopter August 26, 2011 near Mosby, Missouri. The agency’s report concludes the crash, which killed the pilot, flight nurse, flight paramedic and patient, occurred because the helicopter ran out of fuel and the failure of the pilot to execute a successful autorotation.
The finding about the possible reason for the autorotation failure after the engine failure at cruise speed may have implications for other pilots.
Below is the NTSB’s announcement:
“April 9, 2013
NTSB DETERMINES FATAL MISSOURI HELICOPTER ACCIDENT WAS CAUSED BY FUEL EXHAUSTION, POOR DECISION MAKING AND INABILITY TO PERFORM CRITICAL FLIGHT MANEUVER
A helicopter operated by Columbia Helicopters crashed in Peru’s Amazon jungle on Monday, according to Rueters, killing all that were aboard. Corpac, Peru’s air transport agency, said the helicopter was operated by the local unit of Columbia Helicopters. According to the agency five U.S. citizens and two Peruvians were on the helicopter and that rescue crews were recovering their bodies.
Local media reports said the people on board worked for Petrominerales Ltd, a Canadian-based oil exploration firm focused on Latin America.
In 2012 Columbia had four Type 1 helicopters on wildland fire contracts with the U.S. Forest Service, two KV-107s, one BCHI-234, and one CHI-107.
Our condolences go out to the families and coworkers.
UPDATE: January 9, 2013
The National Transportation Safety Board made this announcement today:
“NTSB TO ASSIST WITH INVESTIGATION OF HELICOPTER CRASH IN PERU
Jan. 9, 2013
WASHINGTON – The National Transportation Safety Board is sending a team of investigators to Pucallpa, Peru, to assist the Government of Peru with its investigation of yesterday’s crash involving a Boeing helicopter. According to the U.S. Department of State, the accident claimed the lives of five American citizens.
On Monday afternoon, in Pucallpa, Peru, a Boeing-Vertol 234 helicopter, operated by the U.S. operator Columbia Helicopters, crashed shortly after takeoff. The helicopter had departed from FAP Captain David Abenzur Rengifo International Airport, Pullcapa, Peru enroute to Tarapoto, Peru. It has been reported that all seven persons aboard the aircraft sustained fatal injuries.
The NTSB has designated senior air safety investigator, Paul Cox, as the U.S. Accredited Representative. He will be accompanied by two NTSB investigators with expertise in helicopter systems and operations, a representative from the Federal Aviation Administration, and a representative from Columbia Helicopters. The team is expected to arrive in Peru tonight.
The Comision de Investigacion de Accidentes de Aviacion (CIAA) Ministerio de Transportes y Comunicaciones – MTC of Peru will release all information concerning the investigation. They can be reached at: Tel: 51-1-6157488 (website: http://www.mtc.gob.pe) “
The radar image above, 5 minutes before MAFFS #7 impacted the ground at 1738 local time, recorded a very large thunderstorm cell southwest of the crash site. The middle of the concentric circles is the location of the crash. The circles indicate 5, 10, and 15 nautical miles from the impact site. The light green areas may have been virga, rain that was not reaching the ground. The red, light brown, dark green, and possibly the yellow areas were most likely rain, accompanied by strong winds. The longest east-west line is the South Dakota/Nebraska state line. The longest north-south line is the boundary between Wyoming and the states of South Dakota and Nebraska.
In addition to the C-130 working on the fire, there was also a Bureau of Land Management Air Supervision Module aircraft which was flown by a lead plane pilot and also carried an Air Tactical Group Supervisor. It was acting as the lead plane at the time of the accident.
The ASM/Lead experienced a severe downdraft while approaching the intended retardant drop zone with the C130 in trail. This is being investigated by the US Forest Service as a separate Incident With Potential.
The third fixed wing aircraft to arrive at the White Draw fire that was mentioned in the report served as Air Attack. It was piloted from the left seat by Air Attack 3 (AA3 in the report), and in the right seat was the Air Tactical Group Supervisor. Both were employed by the State of South Dakota.
Before the crash, the air attack aircraft encountered sudden updrafts and downdrafts with airspeed fluctuations between 20 to 40 knots, which forced the aircraft into bank angles of approximately 90 degrees.
Here are some interesting passages from the report that discuss the weather conditions:
At 17:38:18L, MP1 ordered an e-dump of the retardant, which was immediately conducted. At the same time, Firefighter 1 (FF1) a ground firefighter, was located approximately 1.5 miles west-southwest of the future mishap site. FF1 witnessed the MA [mishap aircraft] jettison their retardant load, at which time she experienced variable surface winds with estimated gusts up to 50 miles per hour. At the same time, in Air Attack, ATGS observed the smoke lying down and “sheeting” of the fire, indicating to him “hellacious” surface winds. ATGS and AA3 lost altitude, experienced updrafts and downdrafts with airspeed fluctuations of 20 to 40 KIAS and severe turbulence. Air Attack lost an estimated 1,000 ft due to the weather conditions. ATGS did not see the MA jettison the retardant load.
Between 1730L and 1745L, Incident Commander 1 (IC1), a member of the Army National Guard, was traveling on a motorcycle, southbound on Highway 18 approximately seven miles north of Edgemont attempting to get to an 1800L meeting at the White Draw Fire incident command center in Edgemont, South Dakota. While heading towards Edgemont, IC1 witnessed the MA flying to his right, approximately one mile away, making a bank as the MA prepared for their approach to the drop area. IC1 lost sight of the MA while going down the hill towards Edgemont, at that same instant, IC1 was “hit with this extreme, fierce wind”. IC1 described it as side wind because it “pushed me over to the other side of the highway”.
The MAFFS crew received a briefing on the weather for the Arapahoe fire they dropped on earlier in Wyoming, but they did not have any specific weather information on the weather for the White Draw fire in southwest South Dakota and no update was requested when they were diverted to that fire.
From the report:
On 1 July 2012 at 1650L, the National Weather Service issued a severe thunderstorm watch for northeast Wyoming and western South Dakota encompassing the area surrounding Edgemont, South Dakota and the White Draw Fire. The severe thunderstorm watch, valid from 1650L to 2300L, was issued for potential hail up to two inches in diameter and wind gusts up to 70 miles per hour. However, there was no evidence the MC requested or received forecast weather information for South Dakota or the White Draw Fire area at any time on 1 July 2012.
After dropping on the Arapahoe fire in Wyoming, the MAFFS was dispatched to the Highlands fire west of Custer, South Dakota. But en route they were diverted to the White Draw Fire which was 24 miles southeast of the Highlands Fire.
At that time I was taking photos at the Highlands Fire and the Oil Creek Fire, the latter being farther west across the state line near Newcastle, Wyoming. Between 1730 and 1830 I remember seeing massive, very dark thunderstorm clouds to my southeast. The photo below taken at 1715 is looking south toward the Highlands Fire. In the background the dark clouds farther south can be seen.
From 1630 until 1645 a Canadian “Bird Dog” and a CV-540 were over the Highlands fire. They were asked to drop, but refused, saying there were too many people on the ground in the intended drop area. It would be interesting to know where they went after being released from that fire, or if the weather affected the decision about their destination.
The MAFFS has a capacity of 3,000 gallons, but each time MAFFS #7 reloaded that day they refilled with less retardant. At the White Draw fire it was only carrying 2,346 gallons which it split into two drops on the fire.
Crew rest or fatigue were not issues, according to the report.
Regarding the radio transmissions from the lead plane pilot saying “I got to go around” after encountering the downdraft and coming within 10 feet of the ground, and a few seconds later calmly advising the MAFFS to “drop your load when you can”, (meaning an emergency release of retardant to lighten the load, enabling the aircraft to more easily maneuver) the report said:
MAFFS aircrew members attested that a call for a go around is most commonly heard regarding misalignments for drops rather than urgent situations. It is possible that [the lead plane’s] call for a go around while meant to abort the mishap drop, was not interpreted by the [MAFFS Crew] as significantly urgent, based on their prior experience.
According to the report the overall flying experience of the MAFFS crew was high.
However [the pilot, the aircraft commander] had limited experience as a MAFFS aircraft commander and [the navigator] was participating in his first MAFFS mission. [The pilot] was a current and qualified Senior Pilot with over 1,900 total C-130 hours, however prior to the day of the mishap he had accomplished only seven drops as a MAFFS copilot and zero drops as a MAFFS aircraft commander.
The second pilot was more experienced with MAFFS and served as a MAFFS instructor pilot for this sortie.
The emergency locator transmitter (ELT) failed to activate when the C-130 crashed. One of the survivors called 911 on his cell phone and reported the crash but he said he didn’t know where he was.
The flight data recorder for the C-130 was found and shipped to the Air Force Safety Center for data retrieval and analysis. The report said the last 12.8 hours of data on the device were corrupt and unusable for investigation purposes.
There was no evidence that aircraft weight or the MAFFS unit in the cargo hold were factors in the crash. “Prior to the mishap, the MAFFS unit was operating at 100 percent capability and an emergency dump was successfully completed.”
About 34 minutes after the crash, firefighting helicopter crews assigned to the fire that were on the ground at the nearby Edgemont Municipal Airport were notified about the crash. But they were unable to fly at that time due to heavy rain, gusty winds, and a low ceiling. While waiting, an EMT loaded medical equipment on N935CH, call sign 5CH.
At the time of the crash the air attack ship was at 1,500 feet above the ground and following the MAFFS aircraft, observing the drop. On that pass the air attack ship had their hands full, experiencing extreme turbulence which resulted in bank angles of approximately 90 degrees. After the crash it had to leave the area due to the strong turbulence and the approaching thunderstorm. It loitered at a safe distance for about 30 minutes before it was able to access the area again, after which it led one of the fire’s helicopters, H-535, to the site.
During the last pass, the lead plane over-temped (or “smoked”) the aircraft engines while attempting to recover from being pushed down to within 10 feet of the ground and had to go to the Rapid City Airport.
When the weather improved, the two helicopters, N911FS, call sign H-535 (from the San Bernardino National Forest in southern California), and 5CH, departed and proceeded toward the mishap site. When they landed at the site at approximately 1850, the EMT on 5CH met the survivor who was still talking to the 911 operator on his cell phone. The EMT assessed and began treating him while the other helicopter crewmembers searched for other survivors, eventually finding the second survivor “wandering near the mishap site”. Helicopter 5CH transported both survivors to the Custer Airport, about 10 minutes away. One of them was then flown by an emergency medical helicopter to Rapid City while the other went by ground ambulance to a hospital.
As Wildfire Today reported on September 17, the pilot and at least two crewmembers of H-535 were given awards for their actions related to the crash. It is possible that others involved in the emergency response to the incident also received awards.