A Portuguese water-scooping air tanker crashed in Spain on August 8 while battling a wildfire that started near Lindoso, Portugal and burned across the international border. The pilot, Jorge Jardim, 65, was killed and the Spanish co-pilot was seriously injured.
Below are excerpts from an article at the Portugal Resident August 8, 2020:
The tragedy happened mid-morning as the plane was taking part in aerial attacks on a fire in the Peneda-Gerês national park at Lindoso, Ponte da Barca.
The downed plane had just finished a ‘scooping’ (collection of roughly 5000 litres of water) and was preparing to drop the load in an arc at the head of the fire.
By the time rescue workers got to the wreckage, both victims were in cardio-respiratory arrest. SAV (advanced life-support) technicians managed to ‘bring back’ the Spanish co-pilot, but were unable to resuscitate the 65-year-old pilot.
Eduardo Cabrita, minister for Interior Administration, issued a note of regret Monday afternoon, presenting his “heartfelt condolences” to the family, friends and colleagues of pilot Jorge Jardim who made up part of the special aerial fire combat force run by the Portuguese branch of the international company Babcock.
Mr Cabrita also wished for the full recovery of the co-pilot, saying “in this tragic moment I would like to send a word of solidarity to all those who give such selfless service to the country in the combat of fires”.
He also thanked Spanish authorities for their help in the difficult recovery operation.
The aircraft was a Canadair CL-215 (EC-HET) manufactured in 1975.
At the time of the accident, seven Portuguese and four Spanish aircraft were working on the fire.
The investigation will be conducted by Spanish authorities since it occurred on the Spanish side of the border.
Two air tankers collided July 30 while working on the Bishop Fire in southeast Nevada.
The Air Tractor Single Engine Air Tankers, SEATs, were involved in a mid-air collision Thursday afternoon according to Federal Aviation Administration spokeswoman Claire Morville. There was one person on board each aircraft.
At 10 p.m. MDT July 30 a spokesperson for the Bureau of Land Management, Chris Hanefeld, confirmed that the collision occurred earlier in the day at about 12:55 p.m. He said both pilots were killed in the crash. Recovery operations are currently underway and initial notifications are still being made.
“We offer our sincere condolences to the families of the two pilots and to all those working with the BLM Nevada Ely District,” said BLM Nevada State Director Jon Raby.
The Bishop fire, reported July 29, has burned 500 acres 14 miles south-southwest of Caliente, Nevada.
The accident occurred near the intersection of Kane Springs Road and Riggs Road, Ms. Morville said.
The fire is on land managed by the BLM. The two privately owned aircraft were under contract to the agency.
SEATs are small airplanes used to support wildland firefighters on the ground. They can deliver up to 800 gallons of fire retardant and operate in areas where larger airtankers cannot.
The names of the pilots have not been released.
Our sincere condolences go out to the pilots’ family, friends, and coworkers.
Thanks and a tip of the hat go out to Tom. Typos or errors, report them HERE.
Narrative: On Tuesday, July 7, 2020 at approximately 1216 MST, a UH-1H helicopter, N623PB, impacted terrain with one occupant on board. The aircraft was performing long-line cargo delivery operations in support of fire suppression on the Tonto National Forest when the mishap occurred. The aircraft was under exclusive use contract with the USFS.
The NTSB investigation into this accident is ongoing. At this time, there are no indications of immediate safety concerns with other similar make/model of aircraft. All matters related to public information must be disseminated through the NTSB.
Mr. Boatman flew for Airwest Helicopters out of Glendale, Arizona. He leaves behind his wife Elizabeth Marie Boatman and his 8-year old daughter Claire Elizabeth Boatman. The family chose to hold a private funeral service. Donations in his memory may be made to the Wildland Firefighter Foundation (wffoundation.org).
Officials from the Tonto National Forest confirmed that a helicopter crashed July 7 while working on the Polles Fire in central Arizona. The only person on board was the pilot, who was deceased. He was identified in a press conference as Bryan Boatman, 37, with Airwest Helicopters out of Glendale, Arizona. He leaves behind a wife and 8-year-old child.
The Chief of the Pine-Strawberry Fire District said the pilot’s wife arrived at the Payson Airport as the body was being retrieved from the accident scene.
The helicopter crashed while transporting supplies for hand crews north of the main fire in a remote area only accessible on foot or by helicopter. After the crash was reported to the fire’s Incident Commander at 12:22 p.m. Tuesday, a Sergeant with the Sheriff’s office was transported to the scene by short haul, suspended on a rope under a helicopter. He and others began the process of the investigation and removing the pilot’s remains.
A Federal Aviation Administration spokesman said the UH-1H helicopter went down about 10 miles west of Payson.
A Temporary Flight Restriction (TFR) was issued at the Payson airport due to the crash, Airport Coordinator Dennis Dueker said, grounding all flights in the area.
As of Monday night the Polles Fire had burned 580 acres 11 miles west of Payson, Arizona.
The Southwest Area Type 1 Incident Management Team (IMT) #2 led by John Pierson assumed command of the fire July 6 at 6 a.m.
Six hotshot crews and three other hand crews are working in conditions described by the incident management team as extreme. They have been working shifts late into the evening for the last few nights, spiked out in remote locations relying on helicopters to fly in their food, drinking water, and supplies.
Our sincere condolences go out to the family and friends of the pilot, and the firefighters that were working on the Polles Fire.
Today the Australian Transport Safety Bureau released a preliminary report about the crash of Air Tanker 134, an EC-130Q, that occurred January 23, 2020 while fighting a bushfire in New South Wales. The location was 50 km north-east of Cooma-Snowy Mountains Airport (near Peak View). All three members of the crew perished, First Officer Paul Clyde Hudson, Captain Ian H. McBeth, and Flight Engineer Rick A. DeMorgan Jr.
Below is the complete text of the report.
Preliminary report published 28 February 2020
Sequence of events On 23 January 2020, at about 1205 Eastern Daylight-saving Time, a Lockheed EC130Q (C‑130) aircraft, registered N134CG and contracted to the New South Wales (NSW) Rural Fire Service, departed Richmond RAAF Base, NSW. The crew had been tasked with a fire retardant drop over the ‘Adaminaby Complex’ bush fire.
After approaching the Adaminaby complex fire, the drop was unable to be completed and the aircraft was diverted to a secondary tasking, to drop retardant on the ‘Good Good’ fire (Figure 1). Witnesses reported seeing the aircraft complete a number of circuits, prior to completing the retardant drop. The drop was conducted on a heading of about 190°, at about 200 ft above ground level, with a drop time of approximately 2 seconds. The crew released about 1,200 US gallons (4,500 L) of fire retardant during the drop.
Witness videos taken of the aircraft leading up to the accident showed a number of passes conducted at varying heights prior to the retardant drop. Following the retardant drop (Figure 2), the aircraft was observed to bank left, before becoming obscured by smoke after about 5 seconds. A further 15 seconds after this, the aircraft was seen flying at a very low height above the ground, in a left wing down attitude. Shortly after, at about 1316, the aircraft collided with terrain and a post-impact fuel-fed fire ensued. The three crew were fatally injured and the aircraft was destroyed.
A review of the Airservices Australia audio recording of the applicable air traffic control frequency found no distress calls were made by the crew prior to the impact.
Wreckage and impact information The accident site was located on slightly sloping, partially wooded terrain, about 50 km north-east of the Cooma-Snowy Mountains Airport. The wreckage trail (Figure 3) was approximately on a heading of 100°, with the initial impact at an elevation of about 3,440 ft above mean sea level.
The ATSB’s on-site examination of the wreckage, damage to the surrounding vegetation, and ground markings indicated that the aircraft initially impacted a tree in a left wing down attitude, before colliding with the ground. The post-impact fuel-fed fire destroyed the aircraft. The examination also found that an emergency dump of the fire retardant had not been activated.
The engines, propellers, and several other components have been retained by the ATSB for further examination.
Aircraft information The Lockheed C-130 is predominantly an all-metal, high-wing aircraft, largely designed for military operations. The aircraft was manufactured in 1981 and was powered by four Allison T56-A-15 turboprop engines, fitted with Hamilton Sundstrand 54-H60-91 four blade propellers. Previously owned by the United States Navy, the aircraft was re-purposed for firefighting activities and registered as N134CG in 2018 (Figure 4). The modifications included the installation of an avionics package and firefighting tank system known as Retardant Aerial Delivery System XXL (RADS).
The RADS included a 4,000 US gallons (15,000 L) tank system located within the aircraft’s fuselage. The system was capable of delivering discrete quantities of retardant, dependent on the duration that the doors remained open. It was controlled from the cockpit, with drop controls located on both the pilot and copilot yokes. The system also included an emergency dump switch, which, when activated, fully opened the doors and jettisoned the load. The doors remained open until the RADS was reset by the crew.
N134CG arrived in Australia in November 2019, but had previously operated in the country during the 2018‑2019 fire season. The aircraft was designated as a ‘large air tanker’.
Meteorological information A Bureau of Meteorology graphical area forecast, issued at 0924 and valid for the time of the flight, forecast moderate mountain wave activity above 3,000 ft (above mean sea level) in the area of operation from Richmond to Cooma, and included the Adaminaby and Good Good fire grounds. A SIGMET issued at 0947 forecast severe turbulence below 10,000 ft.
The aerodrome forecast for the Cooma-Snowy Mountains Airport was amended at 0948, and indicated wind speeds of 30 kt, gusting to 48 kt, with a mean wind direction of 320°. It also included blowing dust and visibility of 2,000 m, with severe turbulence below 5,000 ft above ground level.
The weather observations recorded at the airport about 11 minutes prior to the accident, indicated a wind speed of 25 kt, gusting to 39 kt, from a direction of 320°, with visibility reduced to 6,000 m.
Cockpit voice recorder Cockpit voice recorders (CVR) are designed on an endless loop principle, where the oldest audio is continuously overwritten by the most recent audio. The CVR fitted to the aircraft was a Universal model CVR-30B, part number 1603-02-03, serial number 1541. This model of recorder used solid-state memory to record cockpit audio and had a recording duration of 30 minutes.
The CVR was recovered from the aircraft and transported to the ATSB’s technical facility in Canberra, Australian Capital Territory, on 25 January 2020 for examination and download. The CVR was successfully downloaded, however, no audio from the accident flight had been recorded. All recovered audio was from a previous flight when the aircraft was operating in the United States.
Further investigation The investigation is continuing and will include consideration of the following:
Engine, gearbox and propeller component examinations
Aircraft maintenance history
Aircraft performance and handling characteristics
Analysis of numerous witness reports
Review and analysis of the available recorded data, including witness videos, aircraft tracking data, audio recordings and any onboard systems
Review and analysis of environmental influences
The crew’s qualifications, experience and medical information
The nature of aerial fire-fighting operations
Operating policies and procedures
Exploring the possible reasons why the CVR did not record the accident flight
The ATSB will continue to consult with the engine and airframe type certificate holders. Accredited representatives from the United States National Transportation Safety Board (NTSB) have been appointed to participate in the investigation.
Acknowledgments The ATSB acknowledges the support of the NSW Police Force, NSW Rural Fire Service, NSW Fire and Rescue, the Australian Defence Force, and those involved with facilitating safe access to an active fire ground and supporting the ATSB’s on-site investigation team.
The information contained in this preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003 and is derived from the initial investigation of the occurrence. Readers are cautioned that new evidence will become available as the investigation progresses that will enhance the ATSB’s understanding of the accident as outlined in this preliminary report. As such, no analysis or findings are included.
Eastern Daylight-saving Time (EDT): Coordinated Universal Time (UTC) + 11 hours.
From the video, it was unclear if the aircraft flew behind the smoke or entered the smoke.
Significant meteorological information (SIGMET): a weather advisory service that provides the location, extent, expected movement and change in intensity of potentially hazardous (significant) or extreme meteorological conditions that are dangerous to most aircraft, such as thunderstorms or severe turbulence.
The Cooma-Snowy Mountains Airport has an elevation of 3,106 ft.
On March 27, 2019, about 1435 central daylight time, an Airbus AS350B3 helicopter, N818MC, was substantially damaged when it collided with trees and terrain following a loss of engine power near Montgomery, Texas. The commercial rated pilot was seriously injured, one Forest Service crew member was fatally injured, and another crew member sustained minor injuries. The helicopter was owned by Mountain Air Helicopters, Inc and operated by the United States Forest Service (USFS) as a public use helicopter. Visual meteorological conditions prevailed for the flight which operated without a flight plan.
The helicopter and crew were conducting plastic sphere dispenser (PSD) applications in support of controlled fire operations in an area of the Sam Houston National Forest. Initial information provided by the pilot and surviving crew member report that after completing the application, the helicopter began flying back to the helicopter’s staging area when the engine lost complete power. The helicopter descended into trees and subsequently impacted terrain, coming to rest on its right side. One crew member and the pilot were able to exit the helicopter, however one of the crew members was partially ejected from the helicopter and sustained fatal injuries.
One of the firefighters was deceased on scene. The pilot and a second firefighter were transported to a hospital.
It could be another six months or so before the final report is released.
The prescribed fire was in the Sam Houston National Forest about 30 miles southeast of College Station, Texas south of Highway 149.
Flying low and slow in a single-engine helicopter while igniting fire below the aircraft is obviously very, very dangerous. These three fatalities offer very compelling justification for using drones for aerial ignition instead of manned aircraft.
Analysis The purpose of the flight was to assist in the scheduled burn of an 800-acre wooded area. The helicopter was under contract with the US Department of Agriculture Forest Service. A Forest Service employee reported that, as the helicopter neared the conclusion of a 61-minute controlled burn mission, he observed it complete a turn to a northerly heading at the southwestern end of the burn area. About 7 seconds later, he heard a sound that resembled an air hose being unplugged from a pressurized air tank. A crewmember, who was the sole survivor, reported that the helicopter was about 20 ft above the tree canopy when the pilot announced that the helicopter had lost power. The helicopter then descended into a group of 80-ft-tall trees in a nose-high attitude and impacted terrain. Witnesses participating in the controlled burn at the time of the accident did not observe any other anomalies with the helicopter before the accident.
The fuel system, fuel pump, and fuel control unit were destroyed by fire, which precluded a complete examination. During the engine examination, light rotational scoring was found in the turbine assembly, consistent with light rotation at impact; however, neither the turbine rotation speed nor the amount of engine power at the time of the accident could be determined. The rotor blade damage and drive shaft rotation signatures indicated that the rotor blades were not under power at the time of the accident. An examination of the helicopter’s air tubes revealed that they were impact-damaged; however, they appeared to be secure and properly seated at their fore and aft ends.
On the morning of the accident flight, the helicopter departed on a reconnaissance flight with 600 lbs of JP-5 fuel. The helicopter returned with sufficient fuel for about 133 minutes of flight, and the helicopter was subsequently serviced with an unknown quantity of uncontaminated fuel for the subsequent 60-minute accident flight. Based on the density altitude, temperature, and airplane total weight at the time of the accident, the helicopter was operating within the airplane flight manual’s performance limitations.
Most of the cockpit control assemblies were consumed by fire except for the throttle, which was found in the “idle” position. Given the crewmember’s report that, after the engine failure, the helicopter entered and maintained a nose-high attitude until it impacted trees and then the ground, it is likely that the pilot initiated an autorotation in accordance with the Pilot’s Operating Handbook engine failure and autorotation procedures. A review of the pilot’s records revealed that he passed the autorotation emergency procedure portion of his most recent Federal Aviation Administration Part 135 examination, which occurred 1 month before the accident, and this may have aided in his recognition of the engine failure and decision to initiate an emergency descent.
Although a weather study indicated that smoke and particulates were present in the area before, during, and after the accident, witnesses reported an absence of smoke near the area where the helicopter lost power and impacted the ground.
Probable Cause and Findings The National Transportation Safety Board determines the probable cause(s) of this accident to be: A loss of engine power for reasons that could not be determined due to post-accident fire damage.
It appears from the video that as the drop was made the wind was approximately from the 5 o’clock position of the aircraft. Judging from wind noise on the cell phone’s microphone, dust blowing on the road, and the movement of the smoke, the wind speed was pretty significant.
The video contains a brief view of fire near the end, which may be sensitive to some people.
After making the drop, the aircraft began a left turn and climbed slightly before disappearing in the smoke, reappearing for a second, and soon after that crashed.
All members of the three-person crew died in the crash. Captain Ian H. McBeth lived in Great Falls, Montana and served with the Wyoming Air National Guard and was still a member of the Montana Air National Guard. He spent his entire career flying C-130’s and was a qualified Instructor and Evaluator pilot. Ian earned his Initial Attack qualification for Coulson in 2018.
First Officer Paul Clyde Hudson of Buckeye, Arizona graduated from the Naval Academy in 1999 and spent the next twenty years serving in the United States Marine Corp in a number of positions including C-130 pilot. He retired as a Lt. Colonel.
Flight Engineer Rick A. DeMorgan Jr. lived in Navarre, Florida. He served in the United States Air Force for eighteen years as a Flight Engineer on the C-130. Rick had over 4,000 hours as a Flight Engineer with nearly 2,000 hours in a combat environment.
Thanks and a tip of the hat go out to Jay. Typos or errors, report them HERE.
A video has been posted on YouTube by “blancolirio”, who frequently makes aviation-related videos. In the 15-minute piece he analyzes from afar the January 23, 2020 crash of Air Tanker 134, the Coulson Aviation EC-130Q in which Paul Hudson, Ian McBeth, and Rick DeMorgan Jr. were killed while working on a bushfire in New South Wales, Australia.
Keep in mind it will be months before the investigators release a report and the cause of the crash has not been determined.
This incident and the loss of these three men has had a severe impact on the small air tanker community.
Coulson has two C-130 air tankers (the other is T-131). The loss of T-134 drops that number to one. They also operate several Type 1 helicopters, a recently converted Boeing 737, and have four other 737s and five more C-130s with plans to convert them into air tankers in the future.
Thanks and a tip of the hat go out to Kelly. Typos or errors, report them HERE.