Are all EMS helicopter transports necessary?

Undeniably, there are situations where emergency medical services (EMS) require helicopter transport to get a patient to a hospital quickly. Sometimes it is because of the terrain, such as an accident or injury on the side of a mountain. Sometimes it is because of the severity of the injury including major head and internal injuries after a highway accident. Sometimes it is simply a matter of distance, where ground transportation would take too long to reach the nearest hospital.

However there are many cases when EMS helicopters are not required. One independent study of patients transported to hospital by helicopter found that most patients – at least two-thirds – were being transported with non-life-threatening injuries. In fact a relatively large number of patients flown (10%) had injuries that did not even require hospitalization.

Given the identified risks of air ambulance flights (not to mention the added expense), are these transports necessary? The authors of the study seem to think not, and called for a better method of assessing patients on the ground to identify if their injuries require the speed and risk of EMS helicopter transport. This, the authors say, will avoid “helicopter overutilization”.

Helicopter Overutilization a Growing Problem

In the 1970s and 80s, there were studies that suggested patients had a better chance of recovery if transported to hospital by helicopter. Many hospitals acted on this information by creating their own air ambulance programs.

But then two things happened. First, hospitals began cutting back expenses by closing their own programs and subcontracting EMS helicopter services to private companies. Second, the EMS helicopter industry successfully lobbied government to raise Medicare reimbursements for helicopter transports. Suddenly this became a very lucrative business with a high demand for private operating companies to take over services.

Soon helicopters were being dispatched instead of ground ambulances for no apparent reason – except that the private EMS operators would be able to bill higher. Nobody ever seriously challenged the practice, even as transportation costs rose, and as accident rates for air ambulances approached those of military helicopters in combat. Generally it was assumed that helicopter transport was the fastest and safest method of transporting patients.

Today, there are 750 to 800 air ambulances flying the skies. They are given special permission to fly into bad weather and night conditions, they “heroically” attempt dangerous maneuvers that increase safety risks for crew and patients, and, perhaps worst of all, the industry as a whole is one of the least-regulated in U.S. aviation.

This and a whole list of other factors are adding up to disastrous results. From 2000 to July 2005, there were 84 EMS helicopter crashes killing 60 people. According to those numbers, between 10% and 15% of all EMS helicopters nationwide crashed in less than five years.

Now we are at a point where studies are showing that in almost all cases, there are no medical benefits to transporting patients by helicopter rather than by ground ambulance. Yet crash statistics continue to climb. If passengers knew that the EMS helicopter transporting them had a 1 in 10 chance of crashing in the next five years, how many would choose ground transport instead?

Find Out More About Your Case

If you or a loved one has been injured during an EMS helicopter flight, contact David P. Willis to find out your legal options. We will give you a free and comprehensive case review, let you know what your rights are, and if necessary, help you fight to get the compensation you deserve. Call us Toll-Free right now to start your free assessment, or email us for more information.

Contact a Helicopter Lawyer

If you have been injured or a loved one has been killed in a helicopter crash, then call us 24/7 for an immediate consultation to discuss the details of the accident and learn what we can do to help protect your legal rights. Whether the accident was caused by negligence on the part of the helicopter owner, hospital or corporation, the manufacturer or due to lack of training, poor maintenance, pilot or operator error, tail rotor failure, sudden loss of power, defective electronics or engine failure or flying in bad weather conditions, we can investigate the case and provide you the answers you need. Call Toll Free 1-800-883-9858 and talk to a Board Certified Trial Lawyer with over 30 years of legal experience or fill out our online form by clicking below:

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What is the FAA doing to prevent EMS helicopter crashes?

The average number of EMS helicopter crashes continues to trend upwards. In 1990, there was one helicopter accident involving EMS with no fatalities, according to National Transportation Safety Board (NTSB) records. In 1994, there were four helicopter crashes and six fatalities. In 1998, 11 accidents and eight fatalities. In 2004, the worst year yet, there were 19 EMS helicopter crashes, 29 deaths, seven major injuries, and three minor injuries.

Most of these accidents happened at night or during bad weather. And most involved crashing into the ground, the side of mountains, and other types of terrain.

Generally speaking the Federal Aviation Administration (FAA) is responsible for providing oversight to the EMS helicopter and airplane industry. But the reality is that the Administration does not have the resources to inspect all operators effectively – and the number of operators is growing every year. Not surprisingly, most of their efforts are focused on the airline industry. So what is the FAA doing to help combat the rising number of accidents?

FAA Releases Preliminary Fact Sheet

On June 30, 2008 the FAA released a Fact Sheet entitled “EMS Helicopter Safety.” In this document, the agency states that it will not be making any new rules (though it states it may do so in the future) but instead wants to prompt “significant short-term safety gains that do not require rulemaking.” These include:

• Encouraging risk management training
• Suggesting better pilot training for night flights
• Suggesting better pilot training for bad weather conditions
• Promoting technology use
• Providing “airline-type FAA oversight”

Unfortunately, many experts suspect that without sufficient rulemaking, the first four of these points will largely go unheeded. The last point may simply be impossible because the number of FAA inspectors is actually shrinking nationwide; any inspectors assigned to EMS helicopter safety will have to come from some other sector in the industry.

It doesn’t take an aviation expert to realize that with rising fuel costs and increased competition, independent operators will be looking to cut costs wherever possible. And that means not investing in night vision goggles and other fancy gadgets, or extra training beyond what the law demands.

Further, because the industry is growing so rapidly, the quality of pilots may be watered down. Instead of the best 100 flying in the air, the cut-off mark may be now the best 1,000.

When you take all these factors into account, it is not surprising that there are so many EMS helicopters crashes.

Are FAA Actions Really “Actions”?

As part of the June 2008 Fact Sheet, the FAA lists a number of “actions” it has taken to help reduce the number of accidents. However, some might say they are not so much actions as panel discussions, advisories, recommendations, and lists of best practices. The only thing approaching a concrete action to regulate the industry is the formation of the Aviation Rulemaking Committee (ARC), which is “considering” areas of change.

But things that might really make a difference like a mandatory Terrain Avoidance Warning System (TAWS) to help warn pilots before they hit the ground or a mountain are being approached slowly. On the one hand, the FAA states that it “supports the voluntary implementation of (TAWS)” but on the other says that it doesn’t want to mandate them yet. Because helicopters generally fly lower to the ground, nuisance warnings “could negatively impact the crew’s response to a valid alert.”

It is true that the FAA is collecting research on systems specifically designed for helicopters, so-called H-TAWS. But with EMS helicopter flights becoming as dangerous as military flights in battle, you might think the process should be speeded up.

Regardless of FAA’s actions or inactions, the bottom line is that the operator is responsible for your safety during an EMS. This includes the actual EMS company, as well as possibly the hospitals who requested the flight, other helicopter operators involved in an accident, and other possible parties as well. Finding out who is to blame for your injuries can quickly become a complicated matter.

Call David P. Willis for a free case assessment if you or a loved one has been injured in an EMS helicopter accident. No matter where you are located in the country, we may be able to help you get the compensation you deserve to cover medical costs, lost wages, pain and suffering, and more. At the very least, you will have a better understanding of your rights and a good idea of the compensation you may be entitled to. With this information, you will be able to make a more informed decision.

Contact a Helicopter Lawyer

If you have been injured or a loved one has been killed in a helicopter crash, then call us 24/7 for an immediate consultation to discuss the details of the accident and learn what we can do to help protect your legal rights. Whether the accident was caused by negligence on the part of the helicopter owner, hospital or corporation, the manufacturer or due to lack of training, poor maintenance, pilot or operator error, tail rotor failure, sudden loss of power, defective electronics or engine failure or flying in bad weather conditions, we can investigate the case and provide you the answers you need. Call Toll Free 1-800-883-9858 and talk to a Board Certified Trial Lawyer with over 30 years of legal experience or fill out our online form by clicking below:

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NTSB Report # CHI08FA269
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 31, 2008 in Greensburg, IN
Aircraft: Bell 206L-1, registration: N37AE
Injuries: 3 Fatal. 

On August 31, 2008, about 1320 eastern daylight time, a Bell 206L-1 helicopter, N37AE, operated by Air Evac EMS Inc., was destroyed during an in-flight collision with terrain and post impact fire near Greensburg, Indiana. The flight was being conducted under 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed. The pilot, flight nurse, and paramedic, sustained fatal injuries. The accident flight departed at 1215 from Burney, Indiana, with the intention of returning to the aircraft’s base located in Rushville, Indiana.

The crew had attended a local fund raising event for the Burney fire station in a community support role. No patient transport activity was associated with the flight to the fire station, or with the accident flight.

Witnesses reported that the helicopter appeared to depart the fire station without difficulty. One witness recalled seeing the helicopter clear a set of high-tension power lines east of the departure point. Witnesses stated that they subsequently saw components separate from the aircraft in-flight before impact.

The initial on-scene investigation revealed the helicopter came to rest about 1.2 miles northeast of the departure point. The main wreckage consisted of the fuselage, tail boom, and landing skids. The fuselage was consumed by a post impact fire. The tail boom and landing skids separated from the fuselage. The tail boom was located about 10 feet south of the fuselage, and the skids were located about 10 feet southwest of the fuselage. The rotor blade/hub assembly separated at the rotor mast and came to rest approximately 200 yards west-southwest of the fuselage. The main rotor blades remained attached to the hub. One blade remained intact. The other blade was fractured into three sections, with the inboard blade remaining attached to the hub. The two separated blade sections were recovered at the accident site.

High-tension power lines running generally north-south were located between the departure point and the accident site. Visual examination of the power lines and supporting towers, both from the ground and from the air, did not reveal any damage attributable to the helicopter. In addition, a lone tree located west of the accident site showed no evidence of being struck by the helicopter. 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.

Contact a Helicopter Lawyer

If you have been injured or a loved one has been killed in a helicopter crash, then call us 24/7 for an immediate consultation to discuss the details of the accident and learn what we can do to help protect your legal rights. Whether the accident was caused by negligence on the part of the helicopter owner, hospital or corporation, the manufacturer or due to lack of training, poor maintenance, pilot or operator error, tail rotor failure, sudden loss of power, defective electronics or engine failure or flying in bad weather conditions, we can investigate the case and provide you the answers you need. Call Toll Free 1-800-883-9858 and talk to a Board Certified Trial Lawyer with over 30 years of legal experience or fill out our online form by clicking below:

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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.

The suit was filed on behalf of Colton Krolak, 15, who lost his father Rick in the crash. Rick Krolak was an ABC 15 photographer. 

3TV reported that the lawsuit assigns blame for the crash to ABC 15 pilot Craig Smith and U.S. Helicopter Incorporated. 

It said Channel 3’s helicopter was stationary while Channel 15’s was maneuvering. 

Colton spoke at last weekend’s unveiling of a memorial to his father and three other journalists. 

“Thanks also to Channel 3 and Channel 15 for financial support of this memorial. And most of the all to the community for allowing to use this public place to honor and remember those we love so much,” said Colton Krolak. 

According to 3TV, attorneys said U.S. Helicopter Incorporated “knew or should have known…that defendant Craig Smith was a reckless, dangerous pilot.” 

The lawsuit states “defendant Craig Smith failed … to control the Channel 15 helicopter and caused it or allowed it to collide with the Channel 3 helicopter.” 

Aviation attorneys expect several more crash-related lawsuits to be filed in the coming months.

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.

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.

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.

According to local authorities, seven people are dead after two helicopters collided less than a mile from Flagstaff Memorial Hospital in Flagstaff, Arizona.

All three people on one of the helicopters were killed, including a patient and the pilot, said FAA spokesman Ian Gregor.

Four others were killed and three critically injured in the midair collision, Gregor said.

Tom Boughner with the Flagstaff Police Department said he wasn’t sure if they were all on the second helicopter or whether some were on the ground.

This is the second medical air helicopter crash in Arizona in the last week.

Bell 407 Medical Helicopters Involved in Crash

Both of the helicopters were Bell 407 models, according to the FAA. The Associated Press reported that one helicopter was operated by Air Methods of Englewood, Colo., and the other by Classic Helicopters of Woods Cross, Utah. Matt Stein, a spokesman for Classic Helicopters, told The A.P. that his company’s crew was landing at the hospital carrying a patient from the Grand Canyon’s South Rim. Mr. Stein said the helicopter’s pilot, paramedic and patient all were killed. A flight nurse was in critical condition at Flagstaff Medical Center. He said the pilot had more than 10,000 hours of flight time.

Contact a Helicopter Lawyer

If you have been injured or a loved one has been killed in a helicopter crash, then call us 24/7 for an immediate consultation to discuss the details of the accident and learn what we can do to help protect your legal rights. Whether the accident was caused by negligence on the part of the helicopter owner, hospital or corporation, the manufacturer or due to lack of training, poor maintenance, pilot or operator error, tail rotor failure, sudden loss of power, defective electronics or engine failure or flying in bad weather conditions, we can investigate the case and provide you the answers you need. Call Toll Free 1-800-883-9858 and talk to a Board Certified Trial Lawyer with over 30 years of legal experience or fill out our online form by clicking below:

Legal Help: Contact a Helicopter Lawyer

Medical Helicopter Crash:
Renato Luts with the FAA looks over the scene of a medical helicopter that crashed south of Ash Fork, Arizona.

Medical Helicopter Picking Up Patient Crashes

PHOENIX — A medical helicopter crashed early Friday in northern Arizona as it was landing to pick up a patient, hurting three crew members aboard, one critically, officials said.

The pilot, flight paramedic and flight nurse were hurt in the crash near Ash Fork, according to Jonathan Collier, a spokesman with Air Evac Inc.

They were taken about 50 miles east to Flagstaff hospital, where one was in critical condition Friday afternoon. Another crewman was in serious condition, and the third, the pilot, was in good condition.

Collier said their families had asked that they not be immediately identified.

The crew of the Eurocopter AS350 were on their way to pick up a motorcycle accident victim and were landing about 2 miles west of Ash Fork when the accident happened, Federal Aviation Administration spokesman Ian Gregor said. The FAA will investigate.

An ambulance crew and members of the Juniper Hills Fire Department were waiting for the chopper when it tried to land in a field about 3:30 a.m.

“When he came in there was lots of dust and dirt, and we believe he was browned out,” said Denny Davenport, chief administrator of the fire department. A “brownout” refers to circumstances in which a helicopter pilot loses bearings in poor visibility.

The flight originated from Air Evac’s base at the Prescott airport, one of several it runs in Arizona.

Air Evac is a subsidiary of Louisiana-based PHI Inc., which provides helicopter services for the energy industry and has a medical evacuation division.

SOURCE: Associated Press

Contact a Helicopter Lawyer

If you have been injured or a loved one has been killed in a helicopter crash, then call us 24/7 for an immediate consultation to discuss the details of the accident and learn what we can do to help protect your legal rights. Whether the accident was caused by negligence on the part of the helicopter owner, hospital or corporation, the manufacturer or due to lack of training, poor maintenance, pilot or operator error, tail rotor failure, sudden loss of power, defective electronics or engine failure or flying in bad weather conditions, we can investigate the case and provide you the answers you need. Call Toll Free 1-800-883-9858 and talk to a Board Certified Trial Lawyer with over 30 years of legal experience or fill out our online form by clicking below:

Legal Help: Contact a Helicopter Lawyer