On Saturday, June 3, families, friends, and coworkers gathered at the Bureau of Land Management’s Interagency Fire Center at the Cedar City Airport in Utah. They were there to honor the two pilots who died June 3, 2012 when the air tanker they were flying, Tanker 11, a P2V, crashed on the White Rock Fire near the Utah-Nevada border west of Cedar City. Killed that day were Captain Todd Tompkins and First Officer Ron Chambless, pilots for Neptune Aviation.
A year ago firefighters in Utah began raising funds to purchase and install two 5-foot tall granite obelisks engraved with the names of the two fallen comrades and featuring a color image of Tanker 11. They were designed to be placed at the crash site, along with an interpretive sign detailing the events.
Saturday after the ceremony at Cedar City, nearly 100 people traveled to see the finished product. The following four photos were provided by Kris Bruington.
The Lone Peak Hotshots are conducting a fundraising effort to build a memorial to honor the two pilots that were killed when a P2V, Tanker 11, crashed while working on the White Rock Fire near the Utah/Nevada border in 2012. The NTSB investigation concluded that Pilots Todd Tompkins and Ron Chambless died when the aircraft crashed while maneuvering to make their second drop on the fire that day.
Kris Bruington, the Superintendent of the Lone Peak Hotshot crew, sent us a message asking that we encourage our readers to help establish the memorial. Here is an excerpt from his email:
“On June 03, 2012, tragedy struck the fire and aviation community. The Missoula-based Tanker 11 piloted by Captain Todd Neal Tompkins, 48, of Boise, Idaho and Co-Pilot Ronnie Edwin Chambless, 40, of Boise, Idaho had been working on the east flank of the White Rock Fire on the Utah-Nevada border west of Cedar City, Utah. Tanker 11 was on approach for the second retardant drop of the day on our Division, when it crashed. Neither pilot survived.
“The crew is leading the effort to raise funds for a memorial to honor both Todd and Ronnie. We will facilitate the tribute and will provide the bulk of the hard labor necessary to install the memorial and improve the site. Two 5′ tall granite Obelisks engraved with the names of the two fallen comrades, and featuring a color image of Tanker 11 will be placed at the crash site.
“I know each year we all are asked to donate in some way to memorials and those in time of need. If you are in a position to be able to help with a monetary donation for this memorial, it would be greatly appreciated. If at the least you could pass this message on to others, that would be of tremendous help as well.
The National Transportation Safety Board probable cause report on the June 3, 2012 crash of Tanker 11 concluded that while preparing to drop retardant on the White Rock fire near the Utah/Nevada state line, the flight crewmembers “did not properly compensate for the wind conditions while maneuvering”. The aircraft impacted the ground before it reached the location for the intended drop, causing the death of pilots Todd Tompkins and Ron Chambless.
A photographer got some pictures of the tanker as it was attempting to make the drop (below). It is likely that the pilots jettisoned the retardant when it became obvious they were too low.
The P2V, operated by Neptune Aviation, was about to make its second drop on the fire that day. Shortly before the crash it made a dry run over the target area, then when lining up for the drop on the next pass took a different path, which was lower, and made a wider right turn, according to the report.
The same day that Tanker 11 crashed, another P2V, Tanker 55 operated by Minden, had a mechanical failure and landed at Minden, Nevada with a main landing gear not fully extended. The aircraft was heavily damaged, but there were no serious injuries. The landing was recorded on video.
On June 26, 2010 air tanker 44, a P2V operated by Neptune Aviation also experienced a hydraulic failure upon landing, had no brakes, and went off the runway at Rocky Mountain Metropolitan Airport (JeffCo) in Colorado (map). Both pilots self-evacuated and were walking around when the fire apparatus arrived to put out a fire in one of the engines. Neptune repaired the aircraft and put it back into service.
The NTSB released a nine-page Factual Report on the crash of Tanker 11. Below is the complete text of the one-page probable cause report, released September 24, 2014:
14 CFR Public Use
Accident occurred Sunday, June 03, 2012 in Modena, UT
Probable Cause Approval Date: 09/24/2014
Aircraft: LOCKHEED P2V-7, registration: N14447
Injuries: 2 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this public aircraft accident report.
Tanker 11 departed the tanker base to conduct its second fire retardant drop of the day in the same location. Upon arriving in the fire traffic area, Tanker 11 followed the lead airplane into the drop zone, which was located in a shallow valley 0.4 mile wide and 350 feet deep. The lead airplane flew a shallow right turn onto final and then dropped to an altitude of 150 feet above the valley floor while approaching the intended drop zone. While making the right turn onto final behind the lead airplane, Tanker 11’s right wing tip collided with terrain, which resulted in a rapid right yaw and subsequent impact with terrain. The wreckage created a 1,088-foot-long debris field, and a postimpact fire ensued.
Two witnesses took photographs of the accident sequence photos, and an examination of these photographs showed that the lead airplane was positioned ahead of the tanker throughout the flight; however, the orientation of the lead airplane compared to the orientation of Tanker 11 indicated that Tanker 11 did not directly follow the lead airplane’s path to the final drop course. Rather, it was about 700 feet left of the lead airplane’s path and made a wider right turn as it attempted to align with the final drop course. The accident flight crewmembers had previously flown nearly the same exact drop and the lead pilot cautioned them about tailwind conditions during the flight; however, the wider turn suggests that they did not properly compensate for the wind conditions while maneuvering. In addition, the previous flight was conducted at an altitude above the ridgeline. GPS evidence indicates that the accident flight was conducted below the ridgeline, which would have made it more difficult to detect the rising terrain during the wider turn. A review of the airplane’s cockpit voice recorder audio information revealed that the flight crew did not recognize or attempt to correct the reduced clearance between Tanker 11 and the rising terrain until about 2 seconds before impact.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The flight crew’s misjudgment of terrain clearance while maneuvering for an aerial application run, which resulted in controlled flight into terrain. Contributing to the accident was the flight crew’s failure to follow the lead airplane’s track and to effectively compensate for the tailwind condition while maneuvering.