Officials from the Tonto National Forest confirmed that a helicopter crashed today 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 north of the main fire in a remote area only accessible on foot or by helicopter while transporting supplies for hand crews. After the crash was reported to the fire’s Incident Commander at 12:22 p.m. Tuesday, a Sergeant with Sheriff’s office was transported to the scene via short haul, suspended on a rope under a helicopter. He 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) has been issued at the Payson airport due to the crash, Airport Coordinator Dennis Dueker said. All flights in the area will be grounded until the TFR is lifted.
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 was scheduled to assume 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.
The IMT said there are no current threats from the fire to the communities of Pine-Strawberry or Payson.
The fire started July 3 from lightning. It is only accessible by helicopter.
Our sincere condolences go out to the family and friends of the pilot, and the firefighters that were working on the Polles Fire.
Thanks and tips of the hat go out to Tom, Eric, and Kelly. Typos or errors, report them HERE.
A judge has refused to reduce the sentence for Steven Metheny, 50, the former Vice President of Carson Helicopters whose falsification of records for a Sikorsky S-61N helicopter under contract to the U.S. Forest Service led to the deaths of nine firefighters and crew members.
Metheny was accused of falsifying performance charts and the weights of helicopters his company had under contract to the U.S. Forest Service for supporting wildland fire operations. As of a result of his fraud, a Carson helicopter crashed while trying to lift off with too much weight from a remote helispot on the Iron 44 Fire on the Shasta-Trinity National Forest near Weaverville, California in 2008. He was sentenced to 12 years and 7 months in prison in 2015 for attempting to defraud the government out of more than $32 million and has been serving time in Lompoc, California.
Nine people were killed, including the pilot-in-command, a U.S. Forest Service check pilot, and seven firefighters. The copilot and three firefighters were seriously injured.
Below is an excerpt from a June 16, 2020 article in the Mail Tribune:
…[Metheny] argued last year that he wouldn’t have pleaded guilty in November 2014 to a count of conspiracy to commit mail fraud and wire fraud in U.S. District Court in Medford for lying about helicopter weight limits — which caused the Aug. 5, 2008, Iron 44 crash near Weaverville, California — had he known crash victims were going to be allowed to testify at his sentencing, or that he’d be ordered to repay tens of millions of dollars in restitution upon release from prison.
In a 13-page court order filed May 27, U.S. District Court Judge Ann Aiken denied Metheny’s motion to vacate or correct his June 2015 sentence, saying it doesn’t match Metheny’s allegations of ineffective counsel by his defense lawyer, Steven Meyers, nor does it match the court record.
Judge Aiken also presided over Metheny’s trial.
Metheny went to great lengths after the crash to attempt to conceal the fraud. When he knew that investigators would be examining the company’s operations, he directed other employees to remove weight from other similar helicopters, including taking off a fuel cell and replacing a very heavy battery with an empty shell of a battery. Some of the employees refused to participate in that deception, with one explaining that he was done lying about the helicopter’s weight.
During the trial defense lawyer Steven Myers argued that the helicopter pilot could have avoided the crash by doing a standard maneuver on takeoff, where the pilot hovers and checks his gauges.
Judge Aiken dismissed that argument, noting her father had flown helicopters in the Korean War, crashing 13 times. “Whether the gauges were right or not, the pilot didn’t have the right information,” Aiken told Metheny.
The Forest Service awarded contracts to Carson, including option years, amounting to over $51,000,000. Carson received $18,831,891.12 prior to the FS canceling the contracts.
Levi Phillips, 45, the former maintenance chief of Carson Helicopters, agreed to cooperate with authorities in the case against Mr. Metheny and pleaded guilty to a single charge of fraud. He was sentenced to 25 months in prison to be followed by 3 years of supervised probation.
According to the National Transportation Safety Board, there was “intentional wrong-doing” by Carson Helicopters that under-stated the weight of the helicopter and over-stated its performance in the documents they provided to the U.S. Forest Service when bidding on their firefighting contract. The NTSB estimated that the actual empty weight of the helicopter was 13,845 pounds, while Carson Helicopters stated in their contract proposal that the weight was 12,013 pounds. For the purpose of load calculations on the day of the crash, the pilot assumed the weight to be 12,408 pounds, which was 1,437 pounds less than the actual weight estimated by the NTSB. According to the NTSB, for the mission of flying the firefighters off the helispot that day, the helicopter was already over the allowable weight even without the firefighters on board.
In Mr. Metheny’s plea agreement there was an admission that the helicopters had not actually been weighed.
Killed in the crash were pilot Roark Schwanenberg, 54; USFS check pilot Jim Ramage, 63; and firefighters Shawn Blazer, 30; Scott Charlson, 25; Matthew Hammer, 23; Edrik Gomez, 19; Bryan Rich, 29; David Steele, 19; and Steven “Caleb” Renno, 21. The copilot and three other firefighters were seriously injured.
Thanks and a tip of the hat go out to Kelly. Typos or errors, report them HERE.
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 after rescuers extricated them from the wreckage using jaws and air bags.
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 postaccident 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.
The National Park Service (NPS) is mourning the loss of two of its Alaska-based employees following an airplane crash in Whitehorse, Canada on Monday evening.
The two men, Jeff Babcock and Charles Eric Benson, were on a personal trip to ferry a privately-owned airplane from the Lower 48 to Anchorage, Alaska, when the plane went down shortly after take-off from Whitehorse International Airport.
According to Canadian officials and witnesses the airplane crashed at about 5:30 p.m. Monday shortly after takeoff into a forested area south of the airport. A column of smoke was seen rising from the area and emergency personnel from Whitehorse Fire Department, the Whitehorse RCMP and airport firefighters responded immediately to the scene.
Jeff Babcock served as the NPS Alaska Region Aviation Manager and Charles Eric Benson was the NPS Alaska Region Safety Manager. “Jeff and Eric were two of our very best and the National Park Service and Alaska Region have suffered a terrible loss,” said Bert Frost, NPS Alaska Regional Director. “Our thoughts and prayers are with the families of Jeff and Eric and we are heartbroken,” said Frost.
Both men were accomplished professionals, as well as skilled airmen. Prior to working for the National Park Service:
Jeff Babcock had a distinguished 23-year career as a Sergeant, Lieutenant, and Captain in the Alaska State Troopers where he served as a Commercial Pilot, Aircraft and Vessel Section Supervisor, Use of Force Instructor, Accident Reconstructionist, Undercover Investigator, Internal Investigator, Tactical Dive Master, Firearms Instructor, and Certified Flight Instructor. After retiring from the Alaska State Troopers, and before coming to work with the National Park Service, Jeff flew for 7 years as a pilot for K-2 Aviation. He enjoyed flying guests around Mt. Denali and sharing with them his favorite parts of Alaska.
Eric Benson served for 25 years in both the U.S. Air Force and in the U.S. Army in a variety of assignments. From 1993-1994 he attended and graduated from the Initial Entry Rotary Wing Qualification and the Aviation Officer Basic Courses at Fort Rucker Alabama. He then served as a UH-60 Army Aviator, Platoon Leader, Company Executive Officer, Brigade Aviation Element, and an Aviation Maintenance Company Commander. Eric’s active duty career culminated in December of 2007, with the 10th Mountain Division while serving as a Battalion Executive Officer for the General Support Aviation Battalion at Fort Drum, New York. He joined the National Park Service after retiring from the U.S. Army.
Jeff Babcock and Eric Benson were long-time residents of Alaska and are well-known throughout the state. Services for Jeff Babcock will be held on Saturday, June 1, 2019 at The Church of Jesus Christ of Latter-Day Saints, The Colony Chapel, 9475 East Silver Springs Circle, Palmer, Alaska at 11:00 a.m. Everyone is welcome to attend. Private services are pending for Eric Benson.
A report has been released for a helicopter crash in a very remote area of Nevada that started a fire, injured two passengers, and resulted in rescuers being burned over. It happened August 18, 2018 about 10 miles north of Battle Mountain.
One of the passengers called 911 on a cell phone at 1357:
We just got into a helicopter crash…three occupants, all of us are alive and managed to get out…started a big fire, fire is burning all around us right now…one of the guys hit his head pretty hard…you’re gonna have to get a helicopter, it’s the only way to get in here.
Adding to the complexity was the fact that several different agencies and organizations had various responsibilities: Lander County Dispatch, Battle Mountain Volunteer Fire Department, local EMS services, a medical helicopter, Elko Interagency Dispatch Center, and Central Nevada Interagency Dispatch Center.
As might be expected the complex communication chain between the victims and the actual emergency responders created some difficulties, including a delay in extracting the three personnel.
The Facilitated Learning Analysis does not speculate what caused the crash of the helicopter that was transporting two biologists on a chukar survey, but it started a fire, which was named Sheep Creek. The biologists and the pilot self-extracted, one of them with what appeared to be a serious head injury, and they all hiked up a steep slope to a flat bench where they awaited a helicopter. About two hours after the 911 call the three were evacuated from the scene by a firefighting helicopter that was on scene, and possibly also a medical helicopter. The report is not clear about this.
Meanwhile a volunteer fire department Type 4 engine that had responded in a search and rescue mode toward the crash site found that the condition of the road they were traveling on deteriorated from a 2-track road to a 4×4 trail, and finally ended. At that point the fire was closing in on their location. The rookie firefighter and the Fire Chief got out, and leaving their wildland fire personal protective gear in the truck, began to spray water around the vehicle.
From the report:
Within seconds, the fire was all around Pumper- 2. Both individuals were caught outside of the vehicle while trying to spray water. Neither had on their personal protective equipment (PPE) when the burnover occurred. The Chief stated, “We were in a rescue mission, so we had no PPE on.”
During the burnover, the firefighter jumped off the back of Pumper-2, started to run around the vehicle and then took refuge under Pumper-2. “I was burning and screaming and hunkered down underneath behind the rear tires.” After the burnover, the Chief yelled for the firefighter, whom he could not see anywhere. He eventually located the firefighter under Pumper-2.
After sustaining significant burns, both the Chief and firefighter got back into the vehicle, with the Chief driving, continuing down drainage. The fire was behind them as they continued driving through the black towards the bottom of the drainage. Pumper-2 drove through the bottom of the drainage over the rough terrain until getting stuck. Both individuals got out of the vehicle and proceeded to hike up the steep ridge until they got on top of the ridge to establish communications.
At 1646, Lander County Dispatch received a 911 call from the firefighter, who said he and the Chief had been burned. “We need help.” Dispatch was asking questions to establish a location, but the cell phone was breaking up. The firefighter said, “We might need a helicopter because we are on the ridge…in the black…wearing a red shirt and just uphill right of the engine.”
Suppression resources were actively engaged on the wildland fire during the burnover of the Pumper-2. The Incident Commander of the wildland fire was unaware that Pumper-2 was on the fire until well after the burnover occurred. The dispatch centers did not know the location of Pumper-2.
At 1745 the injured firefighters were located and extracted by the air medical and suppression helicopters to awaiting ground medical resources at Battle Mountain Airport. At about 1900, fixed-wing aircraft flew the injured firefighters to the University of Utah Burn Center in Salt Lake City, Utah.
The FLA points out a number of organizational and human issues that are worthy of consideration. One topic that was not thoroughly addressed in the report was the dispatchers and firefighting personnel at times did not know the exact location of the crash site or the victims, and were not aware that the engine was responding or it’s location following the injuries to the two firefighters.
Even when, eventually, the location of emergency responders will be able to be tracked on an incident, biologists and volunteer firefighters will probably be some of the last personnel to employ this capability on a routine basis.