Lapses in chopper crashes: Probe finds bad records

[sunan]

Federal investigators probing a helicopter crash that killed seven firefighters during a California blaze have uncovered widespread violations and falsified records, the latest in a string of accidents raising questions about the safety of flights operated for government agencies.

Carson Helicopters was attempting to evacuate a group of smoke jumpers from a 6,000-foot mountain on Aug. 5, 2008, when its chopper slammed into trees and burst into flames. The crash also killed one company pilot and a flight inspector. Four others were injured in the flight, which was under contract to the U.S. Forest Service.

The Carson pilots had made two improper takeoffs in the hours before the crash and the firm used false information about the weight of the large helicopter, according to federal records reviewed by USA TODAY. The result was that the chopper had no margin for error when it lifted off in a mountaintop clearing, according to the National Transportation Safety Board (NTSB).

Public records released by the NTSB also show that Forest Service inspectors did not notice problems before the accident.

Carson declined to comment on the accident. In a submission to the NTSB, the firm argued that NTSB documents were wrong and an engine failure caused the crash.

Forest Service spokesman Joe Walsh also declined to comment.

Aircraft operated on behalf of government agencies are "an orphan of the safety system," said former NTSB chairman Jim Hall. The Federal Aviation Administration, which oversees commercial and private aviation, has no legal authority to regulate government flights.

"The standards that we have for other categories of aircraft are essentially ignored," he said.

The NTSB has repeatedly raised concerns about safety on government flights, citing the problem in accident reports and issuing a 2001 special study on the issue.

Since 2007, 17 people have died in five crashes of flights operated for the Forest Service alone, according to NTSB records.

Investigators have not issued their final report on the helicopter accident in 2008 near Weaverville, Calif., but documents revealed so far raise safety concerns similar to what has arisen in earlier cases on government flights:

-- The Carson Sikorsky S-61N weighed about 1,000 pounds more than its pilots realized because of inaccurate information kept by the company. After the accident, the Forest Service found "significant discrepancies" in weights reported for Carson's other helicopters and terminated its contract.

The weight was significant because NTSB data show that the helicopter was nearly too heavy to fly and well above the maximum approved weight for flight, which includes a safety margin.

-- The company gave pilots a chart showing the helicopter's lifting power that dramatically overstated its capabilities.

[andorra-airport]

I do not know much about helicopters, so maybe its a stupid question. But do those big helicopters with passengers use a loadsheet ?

[regi]

Thank you Sunan, to come back on this crash. I bet that member Smoke Jumper will read it intensively !

Is falsyfying of documents a criminal act in the USA ? I suppose so.

[smokejumper]

I was in Dallas last week when the report was issued. I have not read it, but rather, a newspaper summary. I do not know what happened in this instance, but as a general rule:

- During wildfire season (summer when hot dry conditions exist), all Federal aviation regulations for firefighting aircraft are suspended when fire activity is very high (this is an FAA ruling at the Forest Service's request) to maintain high availability. This means that when necessary, things like flying hours, oil changes, routine maintenance and inspections, etc.) are suspended. Fighting fires is considered like fighting wars; all rules go out the window if necessary to defeat the enemy.

In 1963, a lightning storm crossed the Idaho wilderness, setting of many small fires. At day break, we took off in a C-47 (two C-45's with 4 men each followed). The C-47 could transport 16 jumpers plus gear. We dropped 2 men on 8 fires and then the plane returned for another load. I'd had a hard night and the drone of the engines put me to sleep. I was awakened when the plane banked sharply t the right and I slid to the other side of the fuselage (there were no seats or seat belts in the plane; we just sat on the floor). When I returned from the fire, I asked the pilot what happened ad he said that he had to bank sharply to clear two spires at the end of the canyon that he was flying in ("the wings just would not fit between them).

In this case, perhaps the flight crew was tired or maybe they just made a mistake and overloaded the 'copter. Or maybe, they just took a chance in order not to return for another load.

To see the types of airfields that we'd fly into, check out these sites:
http://www.youtube.com/watch?v=WpPvEhTfp_g

For backcountry strips, we flew in TravelAirs and Ford Trimotors.

[regi]

Smokejumper: thank you to clarify that first point.
We can compare it a bit with the ambulance/police/fire fighter drivers. They can break traffic rules but they have to look out.

[earthman]

Well then the firefighting aircraft should also be equipped with sirens and lightbars.

[smokejumper]

Well then the firefighting aircraft should also be equipped with sirens and lightbars.

Well, they are - sort of .....

All firefighting aircraft are equipped with strobes and flasing lights (just like commercial aircraft). To reduce drad, they are surface mounted, not on lightbars.

Today's firefighting aircraft are equipped with turbine engines (turboprops) and they do sound like sirens!