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.

Another Tragic EMS Helicopter Crash

Four die in air ambulance crash in the Sam Houston National Forest outside Huntsville, Texas on June 8, 2008. The EMS helicopter was owned and operated by PHI Inc.  Listed as dead are the helicopter pilot Wayne Kirby, paramedic Stephanie Waters, flight nurse Jana Bishop and patient that was being transported, David Disman.

BREAKING NEWS ALERT:  PHI Helicopter Crash Kills Eight – Jan. 4, 2009 near New Orleans, La.

Air Ambulance Crash Details

On June 8, 2008, at 0248 central daylight time, a Bell 407 helicopter, N416PH, owned by PHI, Inc., and operated as “Med 12” was destroyed when it impacted a heavily forested area in the Sam Houston National Forest, near Huntsville, Texas. Night visual meteorological conditions prevailed at the time of the accident. The air ambulance flight was being operated under the provisions of Title 14 Code of Federal Regulations Part 135 on a company Visual Flight Rules flight plan. The pilot, flight nurse, flight paramedic, and one passenger were fatally injured. The flight departed the Huntsville Memorial Hospital at 0246, after picking up a patient, and was en route to Herman Memorial Helipad, Houston, Texas.

The accident helicopter was equipped with a Global Positioning System (GPS) flight tracking system referred to as “Outerlink”. According to data from the Outerlink system, the helicopter powered up for flight at 0244:11 and departed the hospital at 0246:56. The last coordinates recorded were at 0247. The helicopter was at an altitude of 1,016 feet mean sea level and traveling at a groundspeed of 106 knots. The calculated direction of flight was 170 degrees. The flight was scheduled to report in at 0300. No transmissions were received.

 TIMELINE OF THE CRASH

12:45 a.m.: Life Flight dispatcher receives a request from Huntsville Memorial Hospital to transport a patient to Memorial Hermann Hospital-The Texas Medical Center.

1:18 a.m.: Life Flight pilot tells dispatcher they are aborting the mission because of the weather. About two minutes later, the dispatcher notifies Huntsville hospital officials that the mission is canceled.

2:45 a.m.: PHI Air Medical dispatcher in Montgomery County tells the Life Flight dispatcher that one of their helicopters is taking the patient to Memorial Hermann.

2:47 a.m.: Last radio transmission from PHI helicopter is heard.

The wreckage was located by aerial search and rescue teams at 0830, about 2.5 miles southwest of the last known coordinates, with the aid of the 406 emergency locator transmitter (ELT). Debris was scattered approximately 630 feet from the initial impact point to the farthest point of the main wreckage. The debris path included the aft portion of the tail boom (including the vertical fin, tail rotor, and portions of the driveshaft), the mast and transmission assembly, and three of the four main rotor blades. The fuselage separated into three sections, the aft portion (including the engine), the center portion (cabin area), and the forward section (cockpit). Following the on-scene examination, the wreckage was recovered and relocated to a hangar for further detailed examination.

The closest official weather observation station was Huntsville Municipal Airport (UTS), Huntsville, Texas, located 8 nautical miles (nm) north of the accident site. The elevation of the weather observation station was 363 feet msl. The routine aviation weather report (METAR) for UTS, issued at 0235, reported, winds variable at 6 knots, visibility 10 miles; sky condition scattered 1,200 feet; temperature 26 degrees Celsius (C); dew point 23 degrees C; altimeter 29.97 inches.

According to the United States Naval Observatory, Astronomical Applications Department Sun and Moon Data, the moon rose at 1023 on the preceding day and set at 0015 the day of the accident. The moon was waxing crescent with 30 percent of the moon’s visible disk illuminated. Air Ambulance Crash NTSB Report DEN08FA101

NTSB Identification: CHI08FA128
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 10, 2008 in La Crosse, WI
Aircraft: Eurocopter Deutschland EC 135 T2+, registration: N135UW
Injuries: 3 Fatal.On May 10, 2008, about 2245 central daylight time, a Eurocopter Deutschland EC135 T2+ air medical configured helicopter, N135UW, operated by Air Methods Corporation, was destroyed during an in-flight collision with trees and terrain near La Crosse, Wisconsin. The flight was conducted in accordance with Title 14 Code of Federal Regulations Part 135 without a flight plan. The helicopter’s position was being monitored according to the operator’s flight following procedures. Night visual meteorological conditions prevailed. The pilot, physician and flight nurse sustained fatal injuries. The flight departed La Crosse Airport (LSE), La Crosse, Wisconsin, at 2234. The intended destination was the University of Wisconsin Hospital Heliport (WS27) in Madison, Wisconsin.

The helicopter was equipped with global positioning system (GPS) tracking equipment that provided departure, arrival and en route position information to the operator’s Operations Control Center. Flight progress was automatically updated every three minutes. According the GPS flight-following data, the flight initially departed WS27 about 2038 en route to Prairie du Chien Memorial Hospital, Prairie du Chien, Wisconsin. The flight arrived at Prairie du Chien about 2113 and picked up a patient. The flight subsequently departed about 2131 and proceeded to Gunderson-Lutheran Hospital in La Crosse, arriving about 2154. After dropping off the patient, the crew departed about 2209 and repositioned the helicopter to LSE for refueling. The flight departed LSE, elevation 654 feet, at 2234 with the intention of returning to WS27. No further position updates were received from the accident helicopter.

Local authorities received a 911 call from a resident stating that they thought they had heard an aircraft crash. At 2304, the helicopter operator notified local authorities that the aircraft was missing. A search subsequently located the helicopter wreckage about 0900 the next morning.

The accident site was located on a wooded hillside in a sparsely populated area approximately 4 1/2 miles southeast of LSE. Tree strikes and main rotor blade fragments were observed at the top of the ridgeline. The elevation of the ridge was approximately 1,160 feet at that location. The main wreckage came to rest on the east side of the ridgeline, on the descending hillside opposite the departure airport. It was about 600 feet from the initial tree strikes at the top of the ridgeline, at an elevation of approximately 930 feet.

An employee of the fixed base operator at LSE, who fueled the helicopter, reported moderate rain and fair visibility at the time. He stated the helicopter lifted off and proceeded east-southeast.

At 2253, weather conditions at LSE were recorded as: Calm winds, visibility 8 miles in light rain, few clouds at 1,400 feet above ground level (agl), and overcast clouds at 5,000 feet agl. Fire department personnel reported fog and mist along the ridgeline at the time of the search and rescue operations. 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: SEA08CA124.
Bell 206B Helicoter Crash in California14 CFR Part 91: General Aviation
Accident occurred Sunday, April 27, 2008 in Murietta, CA
Probable Cause Approval Date: 6/30/2008
Aircraft: Bell 206B, registration: N526DL
Injuries: 2 Uninjured.

The commercial pilot was receiving instruction and reported that during the seventh practice full touchdown autorotation, the helicopter touched down on the aft part of the landing skids and started to rock forward. He stated he applied aft cyclic to prevent the helicopter from rolling forward, and one of the main rotor blades subsequently struck the tail boom. The flight instructor said that he was unable to react in time to level the helicopter prior to touchdown. Examination of the helicopter revealed structural damage to the tail boom and tail rotor drive shaft. No mechanical anomalies were reported with the flight control system. The pilot stated in the “How could this accident have been prevented?” section of the Pilot/Operator Aircraft Accident/Incident Report form, “proper execution of a full down autorotation by fully leveling the aircraft before touchdown.”

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The flight instructor’s inadequate supervision and delayed remedial action. A contributing factor to the accident was the dual student’s improper flare.

NTSB Report # SEA08CA124.Bell 206B Helicopter Crash in California 
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 27, 2008 in Murietta, CA
Probable Cause Approval Date: 6/30/2008
Aircraft: Bell 206B, registration: N526DL
Injuries: 2 Uninjured.

The commercial pilot was receiving instruction and reported that during the seventh practice full touchdown autorotation, the helicopter touched down on the aft part of the landing skids and started to rock forward. He stated he applied aft cyclic to prevent the helicopter from rolling forward, and one of the main rotor blades subsequently struck the tail boom. The flight instructor said that he was unable to react in time to level the helicopter prior to touchdown. Examination of the helicopter revealed structural damage to the tail boom and tail rotor drive shaft. No mechanical anomalies were reported with the flight control system. The pilot stated in the “How could this accident have been prevented?” section of the Pilot/Operator Aircraft Accident/Incident Report form, “proper execution of a full down autorotation by fully leveling the aircraft before touchdown.”

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The flight instructor’s inadequate supervision and delayed remedial action. A contributing factor to the accident was the dual student’s improper flare.

NTSB Report # DFW08CA114.
14 CFR Part 91: General Aviation
Accident occurred Wednesday, April 23, 2008 in Killeen, TX
Probable Cause Approval Date: 5/28/2008
Aircraft: Hughes 269A, registration: N9064N
Injuries: 2 Uninjured.

While practicing an autorotation maneuver, the pilot rolled the throttle back on and began a power recovery before reducing the throttle to continue the autorotation. The helicopter’s airspeed decreased to approximately 40 knots at 300 feet above ground level (AGL). The pilot attempted to go-around but was unable to increase the rotor RPM (rotations per minute.) The helicopter continued to sink as the flight instructor attempted to increase power and reduce the sink rate. The flight instructor lowered the helicopter’s nose in an attempt to increase airspeed. At 50 feet AGL the pilot reported that a gust of wind decreased the helicopter’s airspeed further resulting in an increased sink rate. The flight instructor flared the helicopter as it approached the ground. The helicopter contacted the ground and rolled coming to rest on its side.

The National Transportation Safety Board (NTSB) determines the probable cause(s) of this accident as follows: The pilot’s failure to maintain main rotor RPM and a safe rate of descent during the autorotation. A contributing factor was the gusty winds.

NTSB Report: ANC08FA053 Eurocopter Crash
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Tuesday, April 15, 2008 in Chickaloon, AK
Aircraft: Eurocopter France AS350B2, registration: N213EH
Injuries: 4 Fatal, 1 Serious. 

On April 15, 2008, about 0930 Alaska daylight time, a Eurocopter AS350B2 helicopter, N213EH, sustained substantial damage during an in-flight collision with terrain, about 34 miles east of Chickaloon, Alaska. The helicopter was being operated by ERA Helicopters LLC, Anchorage, Alaska, as a visual flight rules (VFR) passenger flight under Title 14, CFR Part 135, when the accident occurred. The commercial pilot and three passengers received fatal injuries, and one passenger received serious injuries. A mixture of visual and instrument meteorological conditions prevailed in the area of the accident. The helicopter departed Anchorage about 0805, and company flight following procedures were in effect.

During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on April 17, a communications technician who got off the helicopter before the accident, said he was dropped off at a remote communications site about 0900, and that the helicopter went to another site with other technicians aboard. He said the helicopter was to return in about four hours. When it did not, he said he contacted his shop.

Following a series of events, a search for the helicopter was initiated. The helicopter’s wreckage was located by searchers on steep, snow-covered terrain, about one mile from the second communication site. 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 Accident Report #  NYC08CA083.
14 CFR Part 91: General AviationRobinson R44 Helicopter Crash in New York
Accident occurred Tuesday, January 15, 2008 in Fenner, NY
Probable Cause Approval Date: 3/31/2008
Aircraft: Robinson R44 II, registration: N122AA
Injuries: 1 Minor, 3 Uninjured.The pilot of the Robinson R44 II was on the final leg of a visual flight rules (VFR) flight when, about 18 miles from the destination airport, he obtained a special VFR clearance from the approach controller due to snow showers in the area. The clearance was later canceled by the controller due to “saturation,” and the pilot was told not to enter the area, which was several miles ahead. The pilot then turned the helicopter around and entered a “near zero/zero whiteout,” but during the “tight” turn the attitude indicator “tumbled.” The pilot then elected to perform a precautionary landing to a plowed field below. As the helicopter contacted the ground, the skids sunk into the soft terrain, and the aft portion of the tailboom and the skids separated from the fuselage. The weather reported at the destination airport at the time of the accident included 1 1/2 statute miles visibility in light snow and mist.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot’s delayed decision to perform a precautionary landing. Contributing to the accident was the reduced visibility in snow and the soft terrain.

NTSB Report #  DFW08CA064.

Houston Texas Helicopter Crash 
14 CFR Part 91: General Aviation
Accident occurred Friday, February 08, 2008 in Houston, TX
Probable Cause Approval Date: 3/31/2008
Aircraft: Robinson R22 Beta, registration: N2364B
Injuries: 2 Uninjured.The certified flight instructor and the student pilot flew to a practice area to work on hovering techniques. Before the flight instructor turned over the controls to the student, he discussed with the student how to make a positive transfer of the controls and also the importance of not having a tight grip on the controls. The student took control of the helicopter and practiced hovering for approximately 10 minutes, when the flight instructor felt the helicopter begin to settle. Before the flight instructor could react, the student pilot “quickly” pulled the collective full up, which overrode the throttle and the main rotor began to lose rpm. The instructor immediately made an attempt to lower the collective and increase engine rpm, but the left skid contacted the ground, and the helicopter rolled over on to its left side. The helicopter sustained damage to the main rotor blades and the firewall.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The student pilot’s improper use of the collective and the flight instructor’s delayed remedial action, which resulted in a dynamic rollover.

NTSB Identification: CHI08CA097.
14 CFR Part 91: General Aviation
Accident occurred Friday, March 21, 2008 in Franklin Furnac, OH
Probable Cause Approval Date: 4/30/2008
Aircraft: Hughes 269A, registration: N9333V
Injuries: 2 Uninjured.The helicopter sustained substantial damage during a forced landing after a total loss of engine power during cruise flight. The helicopter was recently purchased by the left seat pilot, who did not hold a rotorcraft rating, and was being piloted by the right sear pilot at the time of the accident. The right seat pilot stated that he performed an autorotation on a hilltop, which was “sparsely populated” by 7-1/2 to 8 foot high trees. He also stated that the hilltop was the only available landing area, which was surrounded by “hostile” terrain. During the forced landing, the tail boom sustained damage on impact with trees. Examination of the helicopter revealed no usable fuel aboard.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The fuel exhaustion during cruise flight and the unsuitable terrain encountered by the pilot-in-command. A contributing factor was the trees.