Italian Sikorsky Helicopter Crash Kills 8

October 23, 2008

Italian Sikorsky Helicopter Crash Kills 8

An Italian military Sikorsky HH3F helicopter crashed in eastern France today, killing all on board. The Sikorsky HH3F Helicopter was operated by the Italian coastguard and used as a search and rescue aircraft. The helicopter crashed and exploded in flames.  According to local accident officials, there is no known cause of the crash. The polits and passengers appear to have died instantly in the crash and firey explosion.

The helicopter, which Italian newspapers said had taken off from Rimini, was taking part in a joint Franco-Italian exercise, said the Ministry of Defence in Rome. “It caught fire at 4.30pm local time in open countryside not far from Strasbourg. It was completely destroyed. We still don’t know the causes,” an Italian military spokesman said. There was no immediate word on the identity of the crew and passengers. [Oct 23, 2008]

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October 13, 2008

Houston News Helicopter Crash

KTRK ABC News 13 Helicopter Crash

KTRK, a leading telivision news station in Houston, Texas, reported today that their news helicopter crashed. The helicopter pilot and television camera operator died Monday while on their way to cover a news story. The news helicopter crashed in a wooded area near Conroe, Texas. According to local reports, the crash caused a small fire in the wooded area near the crash.

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September 14, 2008

Tourist Helicopter Crash Kills Four

Tourist / Sightseeing chopper crash kills in Australia. Four people - three of them believed to be tourists - are dead after a helicopter crashed in the Bungle Bungle ranges in Western Australia’s remote Kimberley region. The 40-year-old pilot and three women - one thought to be aged 19 and the other two 20 - were killed when the helicopter went down during a scenic flight to the Purnululu National Park yesterday afternoon. The helicopter burst into flames when it crashed 10km from the Bellburn air strip in the national park, near the Argyle diamond mine.  The crash sparked a bushfire that built into a blaze with a 1km-long front.  Bellburn airstrip, where the helicopter went down, is a bush camp in the park about 55km by air from the township of Warnum, which is also known as Turkey Creek.

The Civil Aviation Safety Authority is investigating this tragic helicopter crash. This crash comes seven months after two people died when a light plane collided with a helicopter over Western Australia’s Gascoyne region. The collision occurred as the two aircraft were conducting a feral goat culling program in the Kennedy Range National Park, 170km east of Carnarvon.

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September 12, 2008

NTSB Report - Robinson Helicopter Crash Montana

NTSB Report # DFW08FA218
14 CFR Part 91: General Aviation
Accident occurred Friday, August 29, 2008 in Ridgedale, MO
Aircraft: Robinson R44 II, registration: N41411
Injuries: 2 Fatal. 

On August 29, 2008, at approximately 1615 central standard time (CST), a Robinson R44 II, N41411, registered to and operated by Central Illinois Air Corp as a 14 CFR Part 91 flight, crashed during cruise flight. Visual meteorological conditions prevailed and a company flight plan had been filed. The helicopter was substantially damaged by the impact forces and post crash fire. The flight instructor and a private pilot, who were the only occupants, were fatally injured. The helicopter was on a new aircraft delivery flight from Torrance, California to the delivery destination in Mattoon, Illinois, and had departed the Shawnee Municipal Airport (KSNL) Shawnee, Oklahoma en route to an intermediate stop at the West Plains Municipal Airport (KUNO) West Plains, Missouri.

Two witnesses in a small boat approximately a half mile from the crash scene were watching the helicopter in normal cruise when the helicopter descended slightly and then suddenly nosed over in an attitude they demonstrated as approximately 60 degrees nose down. After the descending helicopter passed from their view behind a ridgeline they then heard a “boom” and saw a column of smoke.

The weather reported at the Boone County Airport (KHRO) Harrison, Arkansas at 1553 CST, 17 miles southeast of the accident site, was10 miles visibility with few clouds at 6,000 feet.

Aircraft maintenance documents at the manufacturer’s facility showed the helicopter had accumulated 4.0 hours total time, with an engine total time of 4.0 hours at the time the helicopter departed that facility on August 28, 2008. The initial airworthiness certificate had been issued on August 18, 2008.

The helicopter was recovered to Dawson Aircraft at Clinton, Arkansas, for continued investigation. NOTE: This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

SOURCE: NTSB

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September 10, 2008

California Helicopter Crash NTSB Findings

According to the National Transportation Safety Board (NTSB) the helicopter that crashed on Aug. 5, killing nine and seriously injuring four people, lost power to its main rotor as it was taking off. This preliminary finding explains why witnesses saw the Sikorsky S-61N take off and move more slowly up and forward than usual from the remote helibase. The early NTSB report does not state the reason for the loss of power to the rotor.

The firefighting helicopter, operated by Carson Helicopters was assigned to bring about 50 firefighters out of the Trinity Alps. It had completed two trips, and went to refuel at a helibase in Weaverville and to pick up additional firefighters at the 6,000-foot-elevation backcountry site and was leaving when the nose and rotor struck nearby trees. The chopper crashed and landed onto its side and quickly was consumed by fire.

SOURCE:

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September 9, 2008

Helicopter Terrain Avoidance

What is Terrain Avoidance, and why don’t helicopters use it?

Until the helicopter crash, it was a routine flight. On March 23, 2004, an Era Aviation helicopter was transporting eight crewmembers to the drilling ship Discovery Spirit, 180 miles off the Texan coast in the Gulf of Mexico. Although the weather was clear, the helicopter flew in total darkness during the early night flight, leaving the flight crew with no point of reference over the Gulf. At about 7:30 pm and 70 miles into their journey, the Sikorsky S-76A++ helicopter slammed into the water at full cruising speed, killing both crewmembers and all eight passengers.

What caused the helicopter to crash? A National Transportation Safety Board (NTSB) investigation found that both the pilot and co-pilot were certified and qualified, the helicopter was in perfect working condition (except for its Flight Voice Recorder), and that weather was not a factor.

“The helicopter crashed into the water at a high airspeed, a shallow descent angle, and a near-level roll attitude,” reads the accident report. This led investigators to realize that the cause of the accident was a “controlled flight into terrain.” In other words, the pilots did not notice that they were flying lower and lower until it finally ran out of room and hit the Gulf waters.

Controlled Flight into Terrain

Controlled flight into the terrain is more common than you might think. It sounds almost ridiculous, that trained pilots would simply fly into water, the ground, or the side of a mountain without taking evasive action. But the reality is that controlled flight into terrain or CFIT happens all the time. In the case of the Era Aviation flight described above, the pilots would not have seen their gradual descent into the water because it was pitch black (though they were supposed to be periodically checking their instruments).

In other cases, weather may play a factor. In the case of airplanes, instrument landings during night or bad weather have caused the plane to fly into hills and other objects near the airport.

For these reasons, commercial airliners now use Terrain Avoidance Warning Systems or TAWS. If a plane is flying too low, or is headed towards an object like a mountain, flashing lights and a recorded warning tell the pilots to pull up. These systems have reduced CFIT accidents to almost zero – for those aircraft that have them.

The problem is that private planes and helicopters, both considered to be “Class C” types of aircraft, do not require them. The NTSB report on the March 23, 2004 accident specifically states that: “If a terrain awareness and warning system had been installed aboard the accident helicopter, the system’s aural and visual warning should have provided the flight crew with ample time to recognize that the helicopter was descending toward the water, initiate the necessary corrective actions, and recover from the descent.”

Even EMS helicopters, which as an industry suffers an accident rate approaching military helicopters in combat, do not require TAWS – and most accidents occur at night or in bad weather conditions, and often involve controlled flight into terrain.

Both the NTSB and the Federal Aviation Administration (FAA) recommend helicopters use a TAWS system. However, the FAA stated that it could not mandate them because “nuisance” alarms would cause too many problems for the lower-flying helicopters. It is looking at ways to implement a helicopter TAWS (or H-TAWS) system, but until use of such devices is mandated, few companies will be willing to invest in this expensive safety feature.

Fault Lies with Operators, Not Government

Yes, government agencies like the FAA are charged with helping ensure that any type of aviation flight is safe. But ultimately it is up to the operators to ensure the safety of their helicopter flights.

If you or a loved one has been injured in a helicopter crash, contact the Willis Firm right now for free and professional advice about your legal rights. You may be entitled to compensation to cover medical bills, lost wages, and pain and suffering. But nobody is going to just give it to you. Get David P. Willis fighting on your side to ensure you get the settlement you deserve.

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August 5, 2008

NTSB Report - Carson Helicopter Crash in California

NTSB Repot # LAX08PA259
Accident occurred Tuesday, August 05, 2008 in Weaverville, CA
Aircraft: Sikorsky S-61N, registration: N612AZ
Injuries: 9 Fatal, 4 Serious. 

On August 5, 2008, at 1941 Pacific daylight time, a Sikorsky, S-61N helicopter, N612AZ, experienced a loss of power to the main rotor during takeoff initial climb, and subsequently impacted trees and terrain near Weaverville, California. Postimpact fire destroyed the helicopter. The airline transport pilot and 8 passengers were fatally injured, and the commercial copilot and 3 passengers were seriously injured. The helicopter was being operated under contract to the United States Forest Service by Carson Helicopter Services, Inc., as a public-use flight. Visual meteorological conditions prevailed for the cross-country flight that was originating at the time of the accident. A company visual flight rules (VFR) flight plan had been filed. The helicopter was departing from Helispot 44 (H-44, elevation 5,935 feet) en route to Helispot 36 (H-36, elevation 2,516 feet) when the accident occurred.

The helicopter had been assigned to transport approximately 50 wildland firefighter helitack crewmembers out of the Trinity Alps Wilderness of the Shasta Trinity National Forest due to forecasted worsening weather conditions. The helicopter had completed two trips, and had gone to Trinity Helibase to refuel. After it had refueled, it returned to H-44 for its third load of passengers. During departure, the helicopter impacted trees and subsequently terrain, coming to rest on its left side. A postcrash fire consumed the aircraft. NOTE: This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

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July 19, 2008

NTSB Report Hughes 369D Helicopter Crash in Utah

NTSB Report # LAX08FA233
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 19, 2008 in Price, UT
Aircraft: Hughes 369D, registration: N400BE
Injuries: 3 Fatal. 

On July 19, 2008, about 1542 mountain daylight time, a Hughes 369D, N400BE, impacted terrain near Carbon County Airport, Price, Utah. BBP Air, LLC was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot and two passengers were killed; the helicopter was destroyed by impact forces and post-crash fire. The cross-country personal flight departed Carbon County Airport (PUC), about 1539, with a planned destination of Spanish Fork, Utah. Visual meteorological conditions prevailed, and no flight plan had been filed.

Preliminary investigation revealed that the pilot and passengers were departing from PUC following a fishing trip in the area. Based on fueling records at Price, and witness statements, it is estimated that the helicopter contained about 35 gallons of Jet-A fuel on takeoff.

A witness observed the helicopter take off toward the south and turn to the west. The helicopter was last seen descending slightly as it left the airport boundary. No identified witnesses observed the impact sequence. However, witnesses reported seeing a fireball shortly after the helicopter’s departure.

The exact weight of the helicopter at the time of the accident could not be determined. However, based on pilot records, fueling records, and helicopter weight and balance records, the weight of the helicopter was determined to be about 2,800 pounds. The helicopter’s certified gross weight is 3,000 pounds.

The closest official weather observation station was PUC, which was .7 nautical miles (nm) east of the accident site. The elevation of the weather observation station was 5,957 feet mean sea level (msl). An automated observation report for PUC was issued at 1553 MDT. It stated: winds variable degrees at 4 knots; visibility 10 miles; skies clear; temperature 34/93 degrees Celsius/Fahrenheit; dew point 1/34 degrees Celsius/Fahrenheit; altimeter 30.05 inches of mercury. Based on this information, the density altitude was computed to be 9,330 feet msl. Note: This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

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July 15, 2008

NTSB Report Hughes 269B Helicopter Crash Arkansas

NTSB Report # DEN08FA122
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 15, 2008 in Salesville, AR
Aircraft: Hughes 269B, registration: N469E
Injuries: 2 Fatal. 

On July 15, 2008, about 0927 Central Daylight Time (CDT), a Hughes 269B helicopter, N469E collided with a power line while conducting a power line patrol. The commercial pilot and passenger were fatally injured. The helicopter was destroyed. The flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. Visual meteorological conditions prevailed at the time of the accident. The flight originated near Willow Springs, Missouri at an undetermined time.

Examination of the accident site revealed a single broken strand of high power tension wire above the helicopter wreckage. The broken wire was one of three high power wires and two grounding wires which ran north-south and crossed perpendicular and above the power line being surveyed.

Examination of the helicopter wreckage revealed evidence of an in-flight collision with a high power wire. Portions of the helicopter were found in a debris field approximately 250 feet long by 50 feet wide on a 280 degree magnetic heading, beginning approximately 60 feet east of the broken power line wire. The main portion of the helicopter (cockpit and fuselage) was located approximately 180 feet west of the broken wire and was consumed by fire. The rotor hub, mast, and the tail-boom section were separated from the wreckage and lying near the fuselage, but undamaged from the post-crash fire. One main rotor blade was bent at mid-span and showed “chatter mark” impact signatures consistent with a wire strike. The blade end was separated from the blade and the internal surfaces of the blade showed charring. NOTE: This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

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June 29, 2008

Two Air Medical Helicopters Collide in Arizona

NTSB Report # DEN08MA116B 2 EMS Helicopters Crash in Arizona
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Sunday, June 29, 2008 in Flagstaff, AZ
Aircraft: Bell 407, registration: N407MJ
Injuries: 7 Fatal. 

On June 29, 2008, at 1547 mountain standard time, a Bell 407 emergency medical service (EMS) helicopter, N407GA, and a Bell 407 EMS helicopter, N407MJ, collided in mid air while approaching the Flagstaff Medical Center helipad (3AZ0), Flagstaff, Arizona. Both helicopters were destroyed. N407GA’s commercial pilot, flight nurse, and patient sustained fatal injuries; and N407MJ’s commercial pilot, flight paramedic, flight nurse, and patient sustained fatal injuries. N407GA was operated by Air Methods Corp., Englewood, Colorado, and registered to Flagstaff Medical Center, Flagstaff, Arizona. N407MJ was operated by Classic Helicopter Services, Page, Arizona, and registered to M&J Leisure, L.L.C., Ogden, Utah. Visual meteorological conditions prevailed, and company flight plans were filed for the Title 14 Code of Federal Regulations Part 135 air medical flights. N407GA’s flight departed the Flagstaff Pulliam Airport (FLG), Flagstaff, at 1544, and N407MJ’s flight departed the Grand Canyon National Park Service South Rim helibase, Tusayan, Arizona, at 1517.

At 1516, N407GA, call sign Angel 1, contacted Guardian Air dispatch at FLG and reported that they were departing Winslow, Arizona, with four people on board; the pilot, the two flight nurses and the patient. The pilot stated that his estimated time en route was 25 minutes and he was either going to land at FLG or proceed direct to the Flagstaff Medical Center (FMC). He was not sure if he would be at the proper weight to land with enough power to execute a safe out of ground effect hover. At 1519, the Guardian Air dispatch transportation coordinator contacted the FMC that Angel 1 was inbound to the helipad in approximately 23 minutes.

At 1519, N407MJ, call sign Lifeguard 2, contacted their communications center and reported that they had departed the south rim of the Grand Canyon and were en route to the FMC with an estimated time en route of 32 minutes, and four people on board; the pilot, the flight nurse, the flight paramedic, and the patient. About a minute later, the captain on Angel 1 called Guardian Air dispatch and reported that they were going to “drop one” at FLG before proceeding to Flagstaff Medical Center.

At 1523, the dispatcher on duty at Classic Helicopter Service contacted Guardian Air dispatch and reported that Lifeguard 2 was en route to the FMC and would be arriving from the north. He also reported that it would be a “cold drop,” and the emergency department at the hospital had already been notified. The Guardian Air dispatch transportation coordinator then informed the Classic dispatcher that Angel 1 was also en route and would be landing at Flagstaff Medical Center in 20 minutes.

At the end of that call, the Guardian Air dispatch transportation coordinator called FMC and stated that Lifeguard 2 would also be landing at the hospital in “about 28 minutes…and they know about mine coming in.” The person who answered the phone in the emergency department responded, “All right.” The transport coordinator then contacted the captain of Angel 1 and informed him that Lifeguard 2 would also be landing at Flagstaff Medical Center in approximately 28 minutes. The captain responded, “Roger will be looking for ‘em thanks.”

At 1532, the captain of Lifeguard 2 contacted the Classic Helicopter Service communication center, provided a position report and said that they were 15 minutes from landing at FMC. The dispatcher on duty responds, “Comm center copies all sir…I’ll talk to you on the ground in 15 minutes, 1532.” This was the last recorded communication from N407MJ’s pilot.

Also at 1532, the captain on Angel 1 contacted Guardian Air dispatch and reported that they were 10 minutes from landing at FLG. At 1544, the captain for Angel 1 contacted Guardian Air dispatch and stated, “Control Angel 1 if you haven’t figured it out we’ve uh landed at the…airport departed and we’re about two minutes out of the hospital.” The transportation coordinator responded and copied the transmission. This was the last recorded communication from N407GA’s pilot.

A review of the recorded transmissions made between both medical crews and the hospital revealed that both of the medical crews contacted the emergency department at FMC and provided medical reports on their respective patients. At the time Angel 1 contacted the hospital, they provided an estimated time of arrival in 15 minutes. The Classic Helicopter Services medical crew reported an estimated time of arrival of 18 minutes. The hospital staff that received the phone calls from both aircraft did not provide any information or warning about the other helicopter that was also en route to the Flagstaff Medical Center helipad.

Several people witnessed the collision of the helicopters as they approached the hospital helipad and reported seeing both helicopters descending into wooded terrain about 1/4 mile from the heliport. There was a small fire noted rising from the hilly terrain, followed by a loud explosion about 10 minutes after the collision.

A surveillance camera, mounted on a parking garage at the hospital, captured the collision on digital video. The video depicted one helicopter approaching from north and one helicopter approaching from the south, and shows both aircraft descending after the collision. The video has been sent to the NTSB Vehicle Recorders laboratory, Washington, DC, for further examination.

The accident site was located in a partially wooded, rocky mesa, approximately 1/4 mile east of the FMC helipad at an elevation of 7,060 feet mean sea level. N407GA’s main wreckage was located on the top of the mesa in a rocky, grass terrain; and N407MJ’s main wreckage was located in wooden terrain. The main wreckages of both helicopters came to rest approximately 300 feet apart from each other. The debris area, approximately 1/4 mile in diameter, contained fragmented sections of main rotor blades, plexiglass, and fiberglass. N407GA was partially consumed by post-impact fire and N407MJ did not a post-impact fire. N407GA experienced a secondary post-impact explosion approximately 2 minutes after the accident. Three first responders sustained minor injuries during the explosion.

At the time of the accident, the weather was reported as partly cloudy and winds were light and variable. NOTE:This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

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