United States Department of Agriculture

Forest Service

FY 2000

Aviation Summary
Table of Contents

Executive Summary 1

Overview of the Forest Service Aviation Program 2

Statistical Summary 4

USFS Owned Aircraft Statistics 10

Fixed-Wing Statistics 12

Airtanker Statistics 14

Helicopter Statistics 16

Benchmarks with other Organizations 18

Smokejumper Program Overview 21

SafeCom Summary 25

Accident Summary 35

Airwards 40

NOTE: Formulas used: Industry standard “per 100,000 hours flown”

Accident Rate = Number of accidents divided by the number of hours flown.

Fatal Accident Rate = Number of fatal accidents divided by the number of hours flown.

Fatality Rate = Number of fatalities divided by the number of hours flown.
1

Executive Summary

It would be an understatement to say that the year 2000 was a high effort year for Forest 

Service aviation. An analysis of all available statistical data shows that the 111,486 flight 

hours flown in one year is the second most in history. The overall mishap rate of 3.58 

stands as a new benchmark for years of this magnitude. The average mishap rate for fire 

years with greater than 90,000 hours flown is 10.90 and the previous best mark in a large 

year was 8.40.

The following report shows two very positive safety trends in Forest Service aviation 

safety over the past ten years. 

1. Lower mishap rates across the board.

2. Increased utilization of our incident reporting system (SafeComs).

Other key points to consider when looking at the following statistical summaries include:

 ̧ Helicopters provide nearly 50% of the overall aviation effort and operate in the 

most challenging risk areas (long line, rappel, bucket work, etc.)

 ̧ Contractors provide nearly 90% of our overall aviation production

 ̧ Statistically, our most hazardous operations, as determined by the 10-year average 

mishap rate (1991-2000) are: 

1. Fixed-wing air tankers (mishap rate: 13.19)

2. Helicopters (mishap rate: 9.19)

 ̧ Statically, our safest operations, as determined by the 10-year average mishap rate 

(1991-2000) are: 

1. Fixed-wing contractor aircraft (mishap rate 2.33)

2. US Forest Service owned aircraft (mishap rate: 5.42)

Even the best of years can have tragic components, and FY 2000 was no exception. The 

Forest Service suffered the loss of two aviation professionals in the fatal mishap of a 

Cessna 337 near Alamogordo, NM on May 15, 2000. We dedicate this safety summary 

to their memories, and rededicate ourselves to an uncompromising effort towards our

zero fatality goal.
2

Overview of the Forest Service Aviation Program

The USDA Forest Service utilizes aircraft for a wide variety of missions, including

routine administration, research, forest rehabilitation, law enforcement support, aerial

photography, infrared surveillance and fire prevention and suppression. The program

costs vary by fire season, but the figures below indicate the final 2000 budget, showing 

over two hundred million dollars allocated to fund the aviation operation. 

The vast majority of flight hours involve fire, and in fact, the aviation safety office that 

produced this document is located within the Fire and Aviation Management Directorate 

administered by State and Private Forestry section of the US Department of Agriculture 

Forest Service. 

The primary mission of USDA Forest Service Aviation is to support the ground 

firefighter through a variety of means, including, but not limited to: 

 ̧ Aerial delivery of firefighters by parachute, rappel line, or on site landing

 ̧ Air tactical command and control

 ̧ Firefighter transport

 ̧ Surveillance, reconnaissance, and intelligence gathering

 ̧ Aerial delivery of fire retardant and water

Major Programs

Total 

Flight 

Hours

Contractor 

Flight 

Hours Total Costs

Aerial Photography 480 109 $211,070

Air Attack 25,027 23,204 $9,033,116

Helicopter (all missions) 53,199 53,145 $147,286,022

Infrared 1,074 89 $571,167

Leadplane 6,138 738 $2,309,830

Research 183 46 $126,583

Smokejumper 1,505 383 $1,752,834

Airtankers 10,616 10,616 $40,947,808

Other Missions 13,264 10,406 $4,970,582

Totals: 111,486 98,737 $207,209,012

USDA Forest Service

Total Aviation Program FY 2000
3

The Aircraft

The Forest Service operates 877 aircraft (FY 2000). These include government owned, 

chartered, leased, and contractor aircraft which support the many mission elements. The 

Forest Service owns and operates 44 aircraft (43 fixed-wing and 1 helicopter). These 

aircraft include a vintage (a nice euphemism for “very old”) fleet of multi-engine 

airtankers, and over 800 contractor-owned helicopters/fixed wing aircraft of various

makes and models. The aircraft are inspected and “carded” for government use by

interagency inspectors, and are flown and maintained by the contractors.

Program Administration 

The Forest Service aviation program is administered by 125 employees at the

Washington Offices and Regional level, this number does not include aviation personnel 

at the local forest level. The National staff is located in Washington DC and at the

National Interagency Fire Center in Boise, Idaho. The vast majority of aviation

personnel are located at nine regional operations centers around the United States,

providing day-to-day operational oversight and program guidance.

The USDA Forest Service aviation safety program is administered from Boise, Idaho 

under the guidance of the National Aviation Safety and Training Manager. The staff

includes a Standardization and Training Officer, Helicopter Standardization Pilot, Fixedwing Standardization Pilot, and Aviation Safety Specialist for data analysis.

Forest Service Aviation Employees:

Washington, DC: 4

Boise, ID: 19

Regional Offices: 102

125

Forest Service Aircraft:

Government Owned and Operated: 44

44

Contractor Owned and Operated: (FY2000)

Airplanes: 434

Helicopters: 359

Airtankers: 40

833

USDA Forest Service

Total Aviation Program
4

Statistical Summary

Actual hours flown in FY 2000 far exceeded the statistical projections. In spite of this, 

safety statistics improved across the board. Analysis of the data shows an increase in 

total number of hours flown in all categories compared to an average year (+41,262

hours). Accidents, fatalities and accident rates were all below what was projected for FY 

2000. 

Comparison of Averages from FY1990-1999 to FY2000

Projected Actual Comparison

Hours flown 70,224 111,486 41,262

Number of Accidents 4.5 4 -0.5

Number of Fatalities 2.7 2 -0.70

Yearly Accident Rate 6.30 3.58 -2.71

10 Year Accident Rate Average 4.5 4.3 -0.2

0

50000

100000

150000

Projected Actual

Projected vs Actual Hours Fown for FY 2000

0

1

2

3

4

5

6

7

Number of

Accidents

Number of

Fatalities

Yearly Accident

Rate

10 Year Average

Accident Rate

Projected vs Actual for FY 2000 

Projected Actual
5

Accident Rates

FY 2000 Statistics

Aircraft Type Hours

Gallons of 

Aerial 

Delivered 

Suppressants

Number 

of 

Accidents

Accident 

Rate

Number 

of Fatal 

Accidents

Fatal

Accident

 Rate

Number 

of 

Fatalities

Fatality 

Rate

Fixed-Wing 34,976 0 1 2.85 1 2.85 2 5.71

Helicopter 53,145 86,718,895 2 3.76 0 0 0 0

Airtanker 10,616 24,488,697 0 0 0 0 0 0

USFS Owned 12,749 0 1 7.84 0 0 0 0

Total 111,486 111,207,592 4 3.58 1 .89 2 1.79

Fixed-Wing 

(Contract)

31%

Helicopter

48%

Airtanker

10%

USFS Owned

11%

9.15

7.36

6.11

11.67

8.42

1.74

9.2

1.58

3.58

6.97

4.31 5.39

10.5 10.62

0

2

4

6

8

10

12

14

1987198919911993199519971999200120032005

accident rate

FY 2000 Percentage of Flight Hours by Aircraft Type
6

10-Year Statistics

Flight Hours:

Fiscal Year Fixed Wing Helicopter Airtanker USFS Owned Total

2000 34,976 53,145 10,616 12,749 111,486

1999 21,873 25,174 6,069 10,019 63,135

1998 32,416 24,423 3,685 9,055 69,579

1997 16,753 16,295 2,801 7,608 43,457

1996 31,919 36,307 8,407 11,648 88,281

1995 23,406 20,031 4,154 9,883 57,474

1994 44,995 49,200 10,100 14,405 118,700

1993 19,824 12,026 1,947 9,037 42,834

1992 28,793 27,973 5,147 9,847 71,760

1991 27,056 26,032 2,782 9,610 65,480

10-year totals 282,011 290,606 55,708 103,861 732,186

Averages 28,201 29,061 5,571 10,386 73,219

10 Year Average Flight Hour Percentages 

1991-2000 

39%

39%

8% 14%

Fixed-Wing Helicopter

Airtanker USFS Owned
7

Accident Rates/100,000 Hours:

Year Fixed Wing Helicopter Airtanker

USFS

Owned

Fatality 

Rate

Fatal Accident 

Rate

Accident

Rate

2000 2.85 3.76 0 7.84 1.79 0.89 3.58

1999 0 3.97 0 0 0 0 1.58

1998 3.08 4.09 27.14 0 5.75 2.87 4.31

1997 0 24.55 0 0 4.6 4.6 9.2

1996 0 11.02 0 8.59 0 0 5.66

1995 0 0 24.07 10.12 5.22 1.74 1.74

1994 2.22 14.23 9.9 6.94 5.05 2.53 8.42

1993 15.13 8.31 51.36 0 14.01 4.67 11.67

1992 0 14.29 19.43 0 2.79 1.39 6.97

1991 0 7.68 0 20.81 3.05 3.05 6.11

1990 0 18.31 22.49 0 2.45 1.22 7.36

10-year 

totals 23.28 91.9 131.9 54.30 42.26 21.74 59.24

Averages 2.33 9.19 13.19 5.40 4.23 2.17 5.92

10 Year Average Accident Rate

Percentages 1991-2000

8%

31%

43%

18%

Fixed-Wing Helicopter

Airtanker USFS Owned
8

Forest Service Aircraft 

Accident Statistics in 5-Year Increments

Observations

The 1996-2000 5-year increment shows an increase of hours flown over the 

previous 5-year increments.

The total number of accidents in 5-year periods shows a steady decline.

The total number of fatalities in 5-year periods shows steady decline with the 

exception of the 1991-1995 period.

345000

350000

355000

360000

365000

370000

375000

380000

1986-19901991-19951996-2000

1986-2000 Average

Total Number Flight Hours for all aircraft 

(5-Year Increments for 15-Years)
9

67

85

60

45

34 32

26

17

45.75

0

10

20

30

40

50

60

70

80

90

1961-19651966-19701971-19751976-19801981-19851986-19901991-19951996-2000

1961-2000 Average

Total Number of Accidents for all aircraft

(5-Year Increments for 40-Years) 

35

30

40

19

15

11

19

8

22.13

0

5

10

15

20

25

30

35

40

1961-19651966-19701971-19751976-19801981-19851986-19901991-19951996-2000

1961-2000 Average

Total Number of Fatalities for all aircraft

(5-Year Increments for 40-Years)
10

USFS Owned Aircraft

Forest Service owned aircraft accounted for approximately ten percent of the total hours 

flown in FY 2000; the ten-year average is fourteen percent. Accident rates have steadily 

declined and fatality rates have decreased the past five years. 

USFS Owned 10-Year Statistics

Fiscal Year

Hours 

Flown Accidents

Accident 

Rate

Fatal 

Accidents

Fatal

Accident Rate Fatalities

Fatality 

Rate

2000 12,749 1 7.84 0 0 0 0

1999 10,019 0 0 0 0 0 0

1998 9,055 0 0 0 0 0 0

1997 7,608 0 0 0 0 0 0

1996 11,648 1 8.58 0 0 0 0

1995 9,883 1 10.11 1 10.11 1 10.11

1994 14,405 1 6.94 0 0 0 0

1993 9,037 0 0 0 0 0 0

1992 9,847 0 0 0 0 0 0

1991 9,610 2 20.81 1 10.4 1 10.4

1990 10,396 0 0 0 0 0 0

Total 103,861 6 54.28 2 20.51 2 26

Average 10,386 0.6 5.42 0.2 2.05 0.2 2.6
11

USFS Owned 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate

1986-1990 53,466 6 1 11.23 1.87

1991-1995 52,782 4 2 7.58 3.79

1996-2000 51,616 2 0 3.87 0

Total 157,864 12 3 22.68 5.66

Average 52,621 4 1 7.56 1.89

0

1

2

3

4

5

6

1986-1990 1991-1995 1996-2000

Number of Accidents in 5-Year Increments

0

0.5

1

1.5

2

1986-1990 1991-1995 1996-2000

Number of Fatalities in 5-Year Increments
12

Fixed-Wing (Contract)

Fixed-Wing aircraft accounted for 31 percent of the total hours flown in FY 2000; the 

ten-year average is 39 percent. The number of hours flown in FY 2000 is 34,976, which 

is above the ten-year average of 28,201. Both accident and fatality rates have decreased 

over the past forty years.

Fixed-Wing 10-Year Statistics

Fiscal Year

Hours 

Flown Accidents

Accident 

Rate

Fatal 

Accidents

Fatal

Accident Rate Fatalities

Fatality 

Rate

2000 34,976 1 2.85 1 2.85 2 5.71

1999 21,873 0 0 0 0 0 0

1998 32,416 1 3.08 0 0 0 0

1997 16,753 0 0 0 0 0 0

1996 31,919 0 0 0 0 0 0

1995 23,406 0 0 0 0 0 0

1994 44,995 1 2.22 0 0 0 0

1993 19,824 3 15.13 1 5.04 4 20.17

1992 28,793 0 0 0 0 0 0

1991 27,056 0 0 0 0 0 0

Total 282,011 6 23.28 2 7.89 6 25.88

Average 28,201 0.6 2.33 0.2 0.8 0.6 2.59
13

Fixed-Wing 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate

1986-1990 175,418 3 2 1.71 1.14

1991-1995 144,074 4 4 2.78 2.78

1996-2000 137,937 2 2 1.44 1.44

Total 457,429 9 8 5.39 5.36

Average 152,476 3 2.67 1.98 1.79

0

5

10

15

20

25

1961-

1965

1966-

1970

1971-

1975

1976-

1980

1981-

1985

1986-

1990

1991-

1995

1996-

2000

Number of Accidents in 5-Year Increments

0

5

10

15

20

1961-1965 1966-1970 1971-1975 1976-1980 1981-1985 1986-1990 1991-1995 1996-2000

Number of Fatalities in 5-Year Increments
14

Airtankers

Airtankers only accounted for 8 percent of the total hours flown in FY 2000; the ten-year 

average is 12 percent. Although they fly the least amount of hours, they have the highest 

accident rate. This past five-year increment had the lowest accident rate in the past 40 

years. 

Airtanker 10-Year Statistics

Fiscal Year

Hours 

Flown Accidents

Accident 

Rate

Fatal 

Accidents

Fatal

Accident Rate Fatalities

Fatality 

Rate

2000 10,616 0 0 0 0 0 0

1999 6,069 0 0 0 0 0 0

1998 3,685 1 27.13 1 27.13 2 54.27

1997 2,801 0 0 0 0 0 0

1996 8,407 0 0 0 0 0 0

1995 4,154 1 24.07 1 24.07 2 48.14

1994 10,100 1 9.9 1 9.9 2 19.80

1993 1,947 1 51.36 1 51.36 2 102.72

1992 5,147 1 19.42 1 19.42 2 38.85

1991 2,782 0 0 0 0 0 0

Total 55,708 5 131.88 5 131.88 10 263.76

Average 5,571 0.5 13.19 0.5 13.19 1.0 26.38
15

Airtanker 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate

1986-1990 21,529 5 5 23.22 23.22

1991-1995 24,130 4 8 16.58 33.15

1996-2000 31,578 1 2 3.16 6.33

Total 77,237 10 15 42.96 62.7

Average 25,746 3.33 5 14.32 20.9

0

5

10

15

20

25

1961-1965 1966-1970 1971-1975 1976-1980 1981-1985 1986-1990 1991-1995 1996-2000

Number of Accidents in 5-Year Increments

0

5

10

15

1961-1965 1966-1970 1971-1975 1976-1980 1981-1985 1986-1990 1991-1995 1996-2000

Number of Fatalities in 5-Year Increments
16

Helicopters

Helicopters accounted for the biggest percent of the total hours flown in FY 2000. They 

flew 48 percent of the total hours flown in FY 2000, compared to the 10-year average of 

39 percent. While the number of accidents has steadily decreased the number of fatalities 

has increased over the past 15 years.

Helicopter 10-Year Statistics

Fiscal Year

Hours 

Flown Accidents

Accident 

Rate

Fatal 

Accidents

Fatal

Accident Rate Fatalities

Fatality 

Rate

2000 53,145 2 3.76 0 0 0 0

1999 25,174 1 3.97 0 0 0 0

1998 24,423 1 4.09 1 4.09 2 8.18

1997 16,295 4 24.54 1 6.13 2 12.27

1996 36,307 4 11.01 0 0 0 0

1995 20,031 0 0 0 0 0 0

1994 49,200 7 14.22 3 6.09 4 8.13

1993 12,026 1 8.31 0 0 0 0

1992 27,973 4 14.29 0 0 0 0

1991 26,032 2 7.68 1 3.84 1 3.84

Total 290,606 26 91.87 6 20.15 9 32.42

Average 29,056 2.6 9.19 0.6 2.02 0.9 3.24
17

Helicopter 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate

1986-1990 108,854 18 3 16.55 2.76

1991-1995 135,262 14 5 10.35 3.7

1996-2000 155,344 12 4 7.72 2.57

Total 399,460 44 12 34.62 9.03

Average 133,153 14.67 4 11.54 3.01

0

10

20

30

40

50

1961-1965 1966-1970 1971-1975 1976-1980 1981-1985 1986-1990 1991-1995 1996-2000

Number of Accidents in 5-Year Increments

0

5

10

15

1961-1965 1966-1970 1971-1975 1976-1980 1981-1985 1986-1990 1991-1995 1996-2000

Number of Fatalities in 5-Year Increments
18

Benchmarks with other Organizations

These comparisons are for general information only and do not accurately reflect direct 

comparison due to mission profiles.

These charts present comparable statistical data from other organizations for the current 

fiscal or calendar years, where 2000 data was not available 1999 data was used. 

The Forest Service Accident Rate for 2000 is well below the average (5.97) of the other 

organizations available. 

Comparison to Other Organizations (Sorted by ascending Accident Rate)

Organization Accidents Accident Rate Hours Note

U.S. Navy, Class A, FY2000 20 1.78 1,121,045 2

U.S. Air Force, Class A & B, FY1999 40 1.86 2,147,758 1

U.S. Marine Corps, Class A, FY2000 9 2.65 339,182 2

14 CFR 135, Non-scheduled Service, CY1999 76 2.71 2,809,000 4

U.S. Forest Service, FY2000, All Aircraft 4 3.58 111,486

Civilian Helicopter, Multi-Engine Turbine, CY2000 19 3.78 503,000 3

Office of Aircraft Services (Dept. of Interior Agencies) FY2000 5 5.48 91,079 7

Civilian Helicopter, Single Engine Turbine, CY2000 97 6.44 1,507,000 3

U.S General Aviation, CY1999 1908 7.05 27,080,000 4

U.S. Civilian Helicopter, All Types, CY2000 206 8.33 2,472,000 3

U.S. Army, Class A-C, FY2000 82 8.46 969,267 5

U.S. Civilian Helicopter, Reciprocating, CY2000 90 19.48 462,000 3

14 CFR 135, Non-scheduled Service, CY2000 80 N/A N/A 6

Aerial Application, All Aircraft, CY2000 122 N/A N/A 6

U.S. General Aviation, CY2000 1835 N/A N/A 6

The USFS Fatal Accident Rate is also well below the average (1.35) of the other 

organizations available.
19

Comparison to Other Organizations Fatality Statistics

(Sorted by ascending Fatal Accident Rate)

Organization

Number of Fatal 

Accidents

Total 

Fatalities

Fatal Accident 

Rate Note

14 CFR 135, Non-Scheduled, CY1999 12 38 .43 4

U.S. Forest Service, All Aircraft, FY2000 1 2 .89

Civilian Helicopter, Multi-Engine Turbine, CY2000 6 17 1.19 3

Civilian Helicopter, Single Engine Turbine, CY2000 19 30 1.26 3

U.S. General Aviation, CY1999 342 628 1.26 4

Civilian Helicopter, All Types, CY2000 35 63 1.42 3

Civilian Helicopter, Reciprocating, CY2000 10 16 2.16 3

Office of Aircraft Services (Dept. of Interior Agencies) FY2000 2 4 2.19 7

U.S. Army, Classes A,B,C Aviation, Flight, FY2000 N/A 4 N/A 5

U.S. Air Force, Class A & B, FY 1999 N/A 9 N/A 1

Aerial Application, All Aircraft FY 1999 12 14 N/A 6

Aerial Application, All Aircraft CY 2000 20 21 N/A 6

U.S. Army, Classes A,B,C Aviation, Flight, FY1999 N/A 22 N/A 5

14 CFR 135, Non-Scheduled, CY2000 22 71 N/A 6

U.S. General Aviation, CY2000 341 592 N/A 6

The 5-Year statistics show the Forest Service accident rate higher than all Department of 

Defense Agencies, except the Army. The U.S. Forest Service 5-year accident rate is 

considerably lower than that of all General and Civilian aviation operations.

Comparison to Other Organizations 5 Year Statistics (Sorted by ascending Accident Rate)

Organization Accidents

Number of 

Fatalities Total Hours

Accident 

Rate

Fatality 

Rate Note

U.S. Air Force, Classes A & B, FY1995-1999 206 161 10,763,600 1.91 1.5 1

U.S. Navy, All Aircraft, Class A, FY1996-2000 92 N/A 5,842,294 1.57 N/A 2

Civilian Helicopter, Multi-Engine Turbine, CY1996-

2000 64 62 2,471,000 2.59 2.51 3

U.S. Marine Corps, All Aircraft, Class A, FY1996-2000 58 N/A 1,824,244 3.18 N/A 2

14 CFR 135, Non-Scheduled, CY1995-1999 400 240 11,333,000 3.53 2.12 4

U.S. Forest Service, All Aircraft, FY1996-2000 17 8 375,751 4.52 2.12

Civilian Helicopter, Single Engine Turbine, CY1996-

2000 417 151 6,682,000 6.24 2.26 3

General Aviation, CY1995-1999 9,631 3,260 129,127,000 7.46 2.53 4

Office of Aircraft Services (Dept. of Interior Agencies), 

FY1996-2000 31 19 390,731 7.93 4.86 7

Civilian Helicopter, All Types, CY1996-2000 934 283 11,427,000 8.17 2.48 3

U.S. Army, All Aircraft, FY1996-2000 

Classes A,B,C 438 67 4,807,314 9.11 1.39 5

Civilian Helicopter, Reciprocating, 

CY1996-2000 453 70 2,274,000 19.92 3.08 3
20

The 10-Year statistics show the Forest Service accident rate is near the average (6.03) of 

the other organizations available. 

N/A= Not Available

FY = Fiscal Year CY = Calendar Year

Notes: Sources Cited

1 United States Air Force website: www-afsc.saia.af.mil

2 United States Navy website: www.safetycenter.navy.mil/statistics

3 Helicopter Association International (HAI) website: www.rotor.com

4 National Transportation Safety Board (NTSB) website: http://www.ntsb.gov/ *Note* Since April, 1995, the NTSB 

has been required by law to investigate all public use aircraft accidents. The effect upon the number of General 

Aviation accidents has been and increase of approximately 1.75%.

5 United States Army website: http://asmis.army.mil/asmis/statis/army_statist

6 NTSB website at: www.ntsb.gov/aviation/curr_mo.txt CY2000 flight hours in any aircraft category not available.

7. Office of Aircraft Services (OAS) - Department of Interior Agencies. Information obtained via telephone from OAS

Military Definitions:

Class A is an accident resulting in: a. Damage costs of $1,000,000 or more and/or; b. Destruction of an aircraft, 

missile or spacecraft and/or; c. Fatality or permanent total disability.

Class B is an accident resulting in: a. Damage costs of $200,000 or more, but less than $1,000,000 and/or; b. 

permanent partial disability and/or; c. Hospitalization of five or more people as inpatients.

Class C is an accident resulting in: a. Damage costs of $10,000 or more, but less than $200,000 and/or; b. Non-fatal 

injury resulting in loss of time from work beyond day/shift when injury occurred and/or; c. Non-fatal illness/disability 

causes loss of time from work.

Comparison to Other Organizations 10 Year Statistics

(Sorted by ascending Accident Rate)

Organization Accidents Accident Rate Note

U.S. Air Force, Class A & B, FY1990-1999 485 1.91 1

14 CFR 135, Non-Scheduled, CY1990-1999 825 3.87 4

U.S. Forest Service, FY 1991-2000 43 5.92

Office of Aircraft Services (Dept. of Interior Agencies) 60 7.36 7

U.S. General Aviation, CY1990-1999 17,912 7.9 4

U.S. Army, All Aircraft, FY1991-2000 Classes A,B,C 1041 9.22 5
21

Smokejumper Program Overview

Fires Jumped – 704 fires were staffed by smokejumpers from Forest Services bases in 2000. 

704 Fires Jumped

0 50 100 150 200 250 300

Northwest

Eastern

Southern California

Eastern Basin

Southwest

Alaska

Missoula Grangeville W Yellowstone McCall Redmond W inthrop Redding
22

13,438 Person Days on Jump Fires

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Northwest

Northern Rockies

Eastern

Northern California

Southern California

Western Basin

Eastern Basin

Rocky Mountain

Southwest

Southern

Alaska

Missoula Grangeville W Yellowstone McCall Redmond Winthrop Redding

Person Days on Fires Jumped – Smokejumpers worked 13,438 person days on fires jumped.

 (1 Person Day = 8 Hours)

Suppression Ground Crews – Smokejumpers contributed 2,139 person days on ground action fires.

2,139 Crew Action Suppression Person Days

0 100 200 300 400 500 600 700 800

Northwest

Northern Rockies

Eastern

Northern California

Southern California

Western Basin

Eastern Basin

Rocky Mountain

Southwest

Southern

Alaska

Missoula Grangeville W Yellowstone McCall Redmond Winthrop Redding
23

Suppression Overhead – Smokejumpers contributed 3,437 person days to single resource assignments.

 (1 Person Day = 8 Hours)

 Prescribed Fire Support – Smokejumpers contributed 2,724 person days to the prescribed fire 

program. Assistance included crew, overhead and planning, as well as 78 person days of 

Prescribed Fire Use type assignments.

3,437 Single Resource Assignment Person Days

0 200 400 600 800 1000 1200 1400

Northwest

Northern Rockies

Eastern

Northern California

Southern California

Western Basin

Eastern Basin

Rocky Mountain

Southwest

Southern

Alaska

Missoula Grangeville W Yellowstone McCall Redmond W inthrop Redding

2,724 Prescribed Fire Person Days

0 200 400 600 800 1000 1200 1400 1600 1800

Northwest

Northern Rockies

Eastern

Northern California

Southern California

Western Basin

Eastern Basin

Rocky Mountain

Southwest

Southern

Alaska

Missoula Grangeville W Yellowstone McCall Redmond W inthrop Redding
24

Other Person Days – Smokejumpers contributed an additional 8,142 person days in support of the 

Chief’s Natural Resource Agenda. Contributions were made in the following programs and areas; 

mechanical fuels treatment, timber, recreation, range and genetics research. Work

accomplishment in the Eastern Region was mostly in support of the USDA Asian Longhorned 

Beetle Eradication Project (APHIS).

8,142 Person Days Eco-System Management Support

0 1000 2000 3000 4000 5000 6000 7000 8000

Northwest

Northern Rockies

Eastern

Northern California

Southern California

Western Basin

Eastern Basin

Rocky Mountain

Southwest

Southern

Alaska

Missoula Grangeville W Yellowstone McCall Redmond W inthrop Redding
25

SafeCom Summary

The SafeCom system satisfies Federal Aviation Regulations requirements for incident

reporting, but more importantly, it provides management and front line supervisors with 

near real time trend information. Armed with data on emerging safety and effectiveness 

challenges, operators and management can take appropriate actions before a mishap

occurs. The National Safety Office increased the flow of SafeCom information to the 

field by 400% in FY 2000, providing hard copy and internet access to vital risk

management data.

These charts trend the SafeCom data posted on the Forest Service Aviation Internet site at 

www.aviation.fs.fed.us. The average of total numbers of submitted SafeCom’s is 556 per 

year. The FY 2000 number is significantly higher at 949. The total number of

SafeCom’s submitted usually fluctuates with the total number of hours flown. The web 

based SafeCom system is proving its success with the continuation of increased use each 

year. 

The emphasis for 2001 will be focused on avoiding mid-air collision potential and

eliminating policy deviations. Although there were only 16 SafeCom’s categorized as

near mid-air, there were over 40 that had mention of close calls or having to take evasive 

action. The same is true for policy deviation, there were 58 SafeCom’s categorized as 

policy deviation, but numerous more that indicated actual deviation from policy. 

Communication problems are alarming as well. The highest numbers of SafeComs in the 

Hazard category were communications related and numerous others indicated

communications as a part of the problem. Many SafeCom’s related to frequency and 

radio issues but the majority showed that we have basic communication failures at

multiple levels of our operations. 

Previous Years 

Safecom Totals

Year

Number of 

Safecoms

2000 949

1999 640

1998 546

1997 366

1996 633

1995 402

1994 751

1993 336

1992 383

Average 556

Total 5,006
26

0

100

200

300

400

500

600

700

800

900

1000

199219931994199519961997199819992000

Average

Total Number of SafeComs by Year

FY 2000 SafeCom Information

Aircraft Type Number

Percent of all 

SafeCom’s

Fixed Wing 162 17.1%

Helicopter 554 58.4%

Airtanker 139 14.6%

USFS Owned 58 6.1%

Other 36 3.8%

Total 949 100.0%

Category Number

Percent of all 

SafeCom’s

Airspace 134 14.1%

Hazard 281 29.6%

Incident 203 21.4%

Maintenance 331 34.9%

Total 949 100.0%
27

SafeCom's by Aircraft Type

17%

58%

15%

6% 4%

Fixed-Wing Helicopter

Airtanker USFS Owned

Other

SafeCom's by Category

35%

14% 30%

21%

Maintenance Airspace

Hazard Incident
28

SafeCom’s by Region

Region 1

Aircraft Number % of total R-1 % of all SafeCom’s % of category total

Fixed Wing 27 14.1% 2.8% 16.7%

Helicopter 130 68.1% 13.7% 23.5%

Airtanker 20 10.5% 2.1% 14.39%

USFS Owned 8 4.2% 0.8% 13.8%

Other 6 3.1% 0.6% 16.7%

Total 191 100.0% 20.1%

Region 2

Aircraft Number % of total R-2 % of all SafeCom’s % of category total

Fixed Wing 14 17.1% 1.5% 8.6%

Helicopter 42 51.2% 4.4% 7.6%

Airtanker 21 25.6% 2.2% 15.1%

USFS Owned 5 6.1% 0.5% 8.6%

Other 0 0.0% 0.0% 0.0%

Total 82 100.0% 8.6%

Region 3

Aircraft Number % of total R-3 % of all SafeCom’s % of category total

Fixed Wing 22 15.4% 2.3% 13.6%

Helicopter 73 51.0% 7.7% 13.2%

Airtanker 31 21.7% 3.3% 22.3%

USFS Owned 11 7.7% 1.2% 19.0%

Other 6 4.2% 0.6% 16.7%

Total 143 100.0% 15.1%

Region 4

Aircraft Number % of total R-4 % of all SafeCom’s % of category total

Fixed Wing 21 13.6% 2.2% 13.0%

Helicopter 99 64.3% 10.4% 17.9%

Airtanker 21 13.6% 2.2% 15.1%

USFS Owned 9 5.8% 0.9% 15.5%

Other 4 2.6% 0.4% 11.1%

Total 154 100.0% 16.1%
29

Region 5

Aircraft Number % of total R-5 % of all SafeCom’s % of category total

Fixed Wing 39 21.3% 4.1% 24.1%

Helicopter 113 61.7% 11.9% 20.4%

Airtanker 21 11.5% 2.2% 15.1%

USFS Owned 5 2.7% 0.5% 8.6%

Other 5 2.7% 0.5% 13.9%

Total 183 100.0% 30.8%

Region 6

Aircraft Number % of total R-6 % of all SafeCom’s % of category total

Fixed Wing 9 11.4% 0.9% 5.6%

Helicopter 29 36.7% 3.1% 5.2%

Airtanker 14 17.7% 1.5% 10.1%

USFS Owned 15 19.0% 1.6% 25.9%

Other 12 15.2% 1.3% 33.3%

Total 79 100.0% 8.4%

Region 8

Aircraft Number % of total R-8 % of all SafeCom’s % of category total

Fixed Wing 9 11.4% 0.9% 5.6%

Helicopter 55 69.6% 5.8% 10.0%

Airtanker 9 11.4% 0.9% 6.5%

USFS Owned 3 3.8% 0.3% 5.2%

Other 3 3.8% 0.3% 8.3%

Total 79 100.0% 8.2%

Region 9

Aircraft Number % of total R-9 % of all SafeCom’s % of category total

Fixed Wing 6 40.0% 0.6% 3.7%

Helicopter 6 40.0% 0.6% 1.1%

Airtanker 1 6.7% 0.1% 0.7%

USFS Owned 2 13.3% 0.2% 3.4%

Other 0 0.0% 0.0% 0.0%

Total 15 100.0% 1.5%
30

Region 10

Aircraft Number % of total R-10 % of all SafeCom’s % of category total

Fixed Wing 14 70.0% 1.5% 8.6%

Helicopter 6 30.0% 0.6% 1.1%

Airtanker 0 0.0% 0.0% 0.0%

USFS Owned 0 0.0% 0.0% 0.0%

Other 0 0.0% 0.0% 0.0%

Total 20 100.0% 2.1%

WO

Aircraft Number % of total WO % of all SafeCom’s % of category total

Fixed Wing 1 33.3% 0.1% 0.6%

Helicopter 1 33.3% 0.1% 0.2%

Airtanker 1 33.3% 0.1% 0.7%

USFS Owned 0 0.0% 0.0% 0.0%

Other 0 0.0% 0.0% 0.0%

Total 3 100.0% 0.3%

Percent of SafeCom's by Region

21%

15%

16%

19%

8%

8% 2% 2% 0%

9%

R-1 R-2 R-3 R-4 R-5

R-6 R-8 R-9 R-10 WO
31

SafeCom’s by Category

Region Airspace Hazard Incident Maintenance Total

Region 1 25 61 60 45 191

Region 2 8 35 10 29 82

Region 3 34 28 30 51 143

Region 4 17 40 40 57 154

Region 5 28 58 25 72 183

Region 6 7 28 15 29 79

Region 8 15 14 15 35 79

Region 9 0 7 4 4 15

Region 10 0 8 4 8 20

WO 0 2 0 1 3

Total 134 281 203 331 949

SafeCom’s by Major and Minor Category

Airspace Hazard Incident Maintenance Total

Aircraft Damage 0 0 27 0 27

Airframe 0 0 0 11 11

Avionics 0 0 0 8 8

Caution Light 0 0 0 6 6

Chip Light 0 0 0 38 38

Communications 0 78 0 0 78

Conflict 17 0 0 0 17

Congestion 6 0 0 0 6

Dragged Load 0 0 13 0 13

Dropped Load 0 0 49 0 49

Electrical 0 0 0 32 32

Emergency 

Equipment 0 0 0 1 1

Engine 0 0 0 74 74

Environmental 0 0 0 2 2

Flight Controls 0 0 0 6 6

Flight Equipment 0 13 0 0 13

Flight Following 0 16 0 0 16

Forced Landing 0 0 2 0 2

Fuel 0 8 0 28 36

Gear Box 0 0 0 4 4

Ground Damage 0 0 2 0 2

Ground Equipment 0 17 0 0 17

Hydraulic 0 0 0 12 12

Instructions 0 9 0 0 9
32

Instrument 0 0 0 15 15

Intrusion 73 0 0 0 73

Landing Gear 0 0 0 18 18

Near Mid-Air 16 0 0 0 16

Oil 0 0 0 18 18

Other 8 44 77 26 155

Pilot Action 0 27 0 0 27

Policy Deviation 0 58 0 0 58

Precautionary 

Landing 0 0 33 0 33

Procedures 12 3 0 0 15

Propeller 0 0 0 8 8

Rotor (Main) 0 0 0 10 10

Rotor (Tail) 0 0 0 1 1

Route Deviation 2 0 0 0 2

Transmission 0 0 0 7 7

Trim 0 0 0 1 1

Vacuum 0 0 0 1 1

Warning Light 0 0 0 4 4

Weather 0 8 0 0 8

Total 134 281 203 331 949

Airspace SafeCom's

13%

4%

55%

12%

6% 9% 1%

Conflict Congestion Intrusion

Near Mid-Air Other Procedures

Route Deviation
33

0

10

20

30

40

50

60

70

80

Communicatioons

Flight Equipment

Flight Following

Fuel

Ground Equipment

Instructions

Other

Pilot Action

Policy Deviation

Procedures

Weather

13%

6%

24%

1%

1%

39%

16%

Aircraft Damage Dragged Load Dropped Load

Forced Landing Ground Damage Other

Precautionary Landing

Hazard SafeCom’s

Incident SafeCom’s
34

0 10 20 30 40 50 60 70 80

Airframe

Avionics

Caution Light 

Chip Light

Electrical

Emergency Eqpt

Engine

Environmental

Flight Controls

Fuel 

Gear Box

Hydraulic

Instrument

Landing Gear

Oil 

Other

Propeller

Rotor (main)

Rotor (tail)

Transmission

Trim

Vacuum

Warning Light

Maintenance SafeComs
35

Accident Summaries

Note: At the time of this publication there was only one NTSB final report available, 

therefore no discussion of causal factors is included in these summaries.

Cessna 337

May 15, 2000 at ALAMOGORDO, NM

Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors

On May 15, 2000, approximately 1235 mountain daylight time, a Cessna Skymaster 337, 

was destroyed following impact with terrain near Alamogordo, New Mexico. The aircraft 

was assigned to the Lincoln National Forest and was on an aerial reconnaissance mission. 

Both the pilot and the Air Attack/Observer were fatally injured. Visual meteorological 

conditions prevailed for the local flight, which originated from Alamogordo, New

Mexico. The aircraft went down approximately 6 minutes after take off.

 

A witness said that the airplane was flying in a northeasterly direction, and he could not 

hear any engine sounds. He said the airplane rotated to the left and disappeared behind 

the mountain. Seconds later, he saw the smoke rising.

Cessna 337 debris
36

Short C-23A (Sherpa)

 July 30, 2000 at ELK CITY, ID

 Injuries: None.

This is preliminary information, subject to change, and may contain errors

On July 30, 2000, approximately 1700 Pacific daylight time, a Short Brothers C-23A 

airplane, registered to and operated by the U.S. Forest Service on a public-use firefighting 

mission, was substantially damaged when the parachute of a cargo box being dropped 

from the aircraft became entangled in the aircraft's horizontal stabilizer. Following the 

entanglement, the cargo box (which contained chain saws and water for a smokejumper 

crew which the aircraft had just dropped) broke free of its parachute and fell away from 

the aircraft, and the aircraft subsequently returned to its departure base of Missoula,

Montana, and landed without further incident. There were no injuries to the airline

transport pilot-in-command, copilot, or two spotters aboard the aircraft, nor were there 

any reports of injuries to persons on the ground. The accident occurred near Frog Lake, in 

the Selway-Bitterroot Wilderness of the Clearwater National Forest, on the Idaho side of 

the Idaho/Montana border approximately 60 miles northeast of Elk City, Idaho. Visual

meteorological conditions prevailed at the time of the accident, and the aircraft was on an 

agency visual flight rules flight plan.

Sherpa stabilizer with chute entangled 
37

Bell 212

August 31, 2000 at JACKSON, WY

 Injuries: 2 Minor.

This is preliminary information, subject to change, and may contain errors. 

On August 31, 2000, at 1055 mountain daylight time, a Bell 212 helicopter, sustained 

substantial damage when control was lost as it was standing with the rotors turning at 

Jackson, Wyoming. The pilot and one helitack crewperson on the ground received minor 

injuries. Visual meteorological conditions prevailed.

According to preliminary information, the helicopter rotor system was turning at flight 

rpm and passengers were being loaded for a firefighting operation. The helicopter tipped 

back and the tail rotor struck the ground. Subsequently, the helicopter became airborne, 

spun several times, and impacted the ground damaging the skids and tail boom. 

Bell 212 sitting on belly after skid failure 
38

Bell 206-L4

September 21, 2000 at ATLANTA, ID

Injuries: None.

On September 21, 2000, at 1100 mountain daylight time, a Bell 206-L4, contracted and 

operated by the United States Forest Service as a public use external load operation,

collided with trees during descent to the landing zone near Atlanta, Idaho. Visual

meteorological conditions prevailed at the time and a company flight plan was in effect. 

The helicopter was substantially damaged and the commercial pilot, the sole occupant 

was not injured. The flight originated from a Forest Service strip near Graham, Idaho, at 

an unknown time.

In a written statement, the pilot reported that he performed am aerial survey of the drop 

points (one and two) and determined that there was sufficient room to belly hook the 

loads in lieu of using a long line. The pilot then returned to Graham to pick up the cargo 

that was pre-rigged in cargo nets. The pilot reported that as he was descending to drop 

point two, a ground crew member was talking to him on the radio and giving him

distance to ground information. The load was released and the pilot began a vertical

climb to clear trees, and then transitioned to forward flight. The pilot reported that at 

approximately 40 knots, he felt a one-to-one vertical vibration. Due tot the lack of an 

acceptable landing site, the pilot elected to return the 3.5 miles back to Graham. After 

landing and upon inspection of the helicopter, it was found that the main rotor blades 

were damaged. The pilot stated that he was unaware of the collision

Two ground crew members present at the drop point reported that they expected the load 

to be dropped via a long line, and were surprised when the helicopter approached with the 

load attached at the belly hook. The drop point was a clearing surrounded by dead

(burned) lodge pole pine trees. The ground crew reported that as the helicopter

descended, the main rotor blades struck two of the approximate 1-3 inch diameter trees 

that were located at about the pilot’s nine o-clock position. The helicopter continued to 

the drop spot where the load was released. After the release, the helicopter lifted away to 

the south of the clearing to return to Graham. The ground crew member who was in 

contact with the pilot reported that she was “awestruck” when the collision occurred, but 

allowed the drop to continue and did not notify the pilot pf the collision at the time. She 

later stated, “HINDSIGHT: I should have notified the pilot sooner of the strike. Also, I 

should have further discussed using the long line as an option.”
39

Top of rotor blade on Bell 206-L4

Underneath of rotor blade on Bell 206-L4
40

FY 2000

It is our belief that recognizing and awarding employees, contractors and cooperators for their 

superior actions that contribute to a safe operation improves our safety mission across the

board. The Airwards program recognizes people for being professionals, taking care of a 

hazardous situation, for making a significant contribution to aviation mishap prevention, a good 

idea or suggestion, developing and/or implementing a new process or procedure, making a 

difference, and leading by example. 

The Airwards program is about saying thanks to people for keeping it safe and having the

RIGHT ATTITUDE, a SAFE ATTITUDE. Anyone can recommend someone for an Airward by 

simply submitting a SafeCom or contacting your Regional Aviation Safety Manager. We would 

love to see more SafeCom’s with a positive aspect, and we know there are a lot of good things 

happening out there that we’re not hearing about. Thanks for your superior efforts and

congratulations to those of you that received Airwards.

When you are managing the ramp of an airtanker base, 

you are trained to be observant. Bill Mitchell was doing 

just that on May 29, 2000 at the Phoenix base when he 

observed fuel leaking from the wing of a P3. He informed 

the flight crew, who were busy inspecting an area of the 

tail section. The crew told Bill that a leak in that area was 

normal and was probably just water. Bills ramp manager 

training may not have included being persistent, but that is 

what he was. He put some of the leaking fluid on his 

hand and went back to the flight crew for them to smell. 

The crew then agreed that the fluid was in fact a fuel leak. 

During inspection, it was determined that the wing spar 

was cracked and the aircraft was grounded. IT PAYS TO 

BE BOTH OBSERVANT AND PERSISTENT! Safecom 00-

199

Persistence Pays Off 

Moment
41

Geo-Seis Helicopters Pilot Mike Golden and

Helicopter Manager Isidoro Solis were flying on a

series of lightning fires in Region 5 when Mike felt a 

strange pedal position and deteriorating yaw control 

on the Aerospatiale AS 316B he was flying. He

immediately performed an emergency landing into a 

pasture approximately 2 miles north of the USFS

Havilah Fire Station. The helicopter was flown to the 

ground headed north, rotated 180 degrees around

the left wheel on touchdown, but was kept level by 

Mr. Golden. He stopped the rotation by decreasing 

power and torque immediately on touchdown.

Golden Moment

The cause of the malfunction was a tail rotor cable turnbuckle failure, where the stainless steel 

male end pulled out of the brass female coupling. The brass threads were stripped and the end 

deformed. Mr. Golden did an outstanding job controlling the helicopter and prevented a

mishap. For his Golden efforts, he received this Airward. Mike, thank you! Safecom 00-547 

There’s a Time and a Place for Everything 

Montana is on fire. Crews both on the ground and in the air 

are becoming tired from weeks of hard work and heat, with 

little relief forecast in the near future. At times like these, it’s 

easy to become mission oriented and it might be tempting to 

accept a potentially unsafe mission. It might be easier and 

faster to break a policy or two than to follow them. On August 

22, 2000, Neptune Aviation’s Gordon Koenig wasn’t going to 

hear any of that, he was just plain fatigued and he wasn’t 

going to take it anymore. Once he realized that he could

soon be operating his Lockheed P2V at less than optimal

performance, he terminated the mission. He returned to

Missoula for rest. We thought that was the professional thing 

to do and awarded him an Airward! Good job Gordon! ! 

Safecom 00-738 

We all know the key to staying healthy is

exercise. The crew of T-06 recently performed 

their daily exercise during an in flight emergency. 

During the New Mexico fire siege, they were 

returning to reload when they experienced a

complete loss of hydraulic pressure. The pilot

Tom Radder, co-pilot Skip Alderson and

mechanic Steve Davidson, worked together to

identify the problem, follow emergency

procedures and land safely back at the

Albuquerque airport. They were able to

successfully clear active runway 10, and not

block ongoing anker operations. AN EXERCISE 

WELL DONE! SafeCom 00-152

Tanker Crew Gets Workout
42

Silver Screen Action, Without the Million Dollar Actors

In the style of Hollywood, this event was acted out for

real the morning of August 6, 2000. Captain Gene

Wahlstrom and Co-pilot Dale Dahl, the crew of a Neptune 

Aviation Lockheed P2V, had just completed dropping a

load of retardant on the High Ore fire and were heading 

back to Helena, Montana for a load-and-return to the fire 

when they had a problem with their nose landing gear. 

They were approaching the airport for a landing when

they noticed the nose landing gear would not extend

when selected to the down position. Knowing that your 

nose precedes your face in anything that you do, another 

attempt to cycle the landing gear commenced, producing 

the same results. An examination of the nose wheel

gear, from the crawlway to the nose compartment,

revealed that the 1⁄4” bolt connecting the hydraulic

actuator to the up lock mechanism was sheared. In true 

“McGyver” fashion, they located a bolt and nut of the

required dimensions in amongst the spare parts located 

in the aircraft, and installed them! The gear lowered, and 

a “normal” landing at the maintenance base in Missoula 

was executed. They certainly earned their pay that day,

and Airwards too. A job well done! SafeCom 00-636

High Three Takes on New Meaning

In the Federal Service we refer to the High Three as 

the pay scale that we draw retirement based upon, 

but on the afternoon of August 15, 2000, Captain Don 

Fair and his Co-pilot Wynn Atchison of Conair

Aviation found themselves a little short, in an entirely 

different way. They had just become airborne in their 

Douglas DC-6 on their way to a fire dispatch, when 

the Number 2 engine failed. The failure occurred as 

the landing gear was in transit-up. The Number 2

engine barked hard twice, and then the auto-feather 

system feathered it. As the aircraft could not maintain 

altitude on three engines, the retardant load was

dropped on the runway at Kalispell, the aircraft

climbed away, and engine clean up was carried out. 

The runway was closed with trucks on it for cleanup of 

the retardant and the aircraft diverted to Missoula,

where Don and Wynn skillfully landed without further 

incident. Investigation of the fault on the Number 2 

engine was actually determined to be an engine nose 

gear failure. Don and Wynn, thanks for a job well

done! SafeCom 00-649
43

My Name is Brad, I Like to Fly 

With a Hippie in a tie-dye shirt and

sandals painted on the nose of his

Lockheed P2V, Neptune Aviation’s pilot

Brad Ruble flies the skies above fires (to 

the tune of over 360 hours flying time for 

this fire season already) and drops doors 

and doors of retardant to help the fire

fighting efforts on the ground. That’s his 

story and he’s sticking to it. At least until 

he feels it necessary to change the story 

line. Such was the case the evening of 

August 17, 2000 in Montana. With 

visibility, lighting and fatigue working

against his favor, he cancelled the mission he was asked to do. A hard call to make in 

one of the busiest fire years in recent memory, but an extremely important and

professional one. Thank you Brad. This Airward’s for you! SafeCom 00-739 

Kick em’ When Their Up, Kick em’ When Their Down 

There they were, 200’ above the ground over the Clearwater National Forest with an airspeed of 

105-110 knots, when all of a sudden the aircraft pitched down.....

In a relatively normal day of

dropping people and kicking cargo

out the door of their Shorts C-23A, 

Sherpa, the unexpected occurred. It 

was a “stable air” evening on July

30, 2000, as Pilot in Command Nels 

Jenson and Co-pilot Kathy Luken

took to the sky to drop off

smokejumpers and their cargo. 

Spotters Wayne Williams and Mitch 

Kearns had successfully dropped

eight smokejumpers and three cargo

passes without incident. The fourth 

pass was a chainsaw box and water 

cubie. 

The command to “kick” was given and within a second the aircraft pitched down. The box rose as 

it exited the aircraft, and traveled over the horizontal stabilizer. Simultaneously the parachute

deployed underneath the horizontal stabilizer and the parachute shroud lines became wedged

between the fuselage and stabilizer. Backpressure and power were applied. Several other up and 

down pitches occurred. Both the box breaking away and the chute blowing out caused the aircraft 

to return to flying in a normal manner. The damage was done and Nels and Kathy knew what they 

had to do, and they did it with skill, knowledge and Crew Resource Management. They flew the 

aircraft back to Missoula, declared an emergency, and landed successfully without incident. For 

their professionalism and crew coordination efforts, not to mention the safe landing, they received 

Airwards. Thank you Nels and Kathy! No SafeCom submitted 
44

Three-peat for Pilot Paul 

Bradley

Although Paul Bradley’s efforts to ensure the safety of his flights could have rewarded him 

with a possible three Airwards, they were grouped into one Airward. Here’s what he did to 

deserve it: 1. The Monument Canyon fire on the

Sawtooth National Forest was in its

second day. The fire was growing rapidly. 

A Leadplane, a couple of Single Engine

Air Tankers (SEATS), and heavy tankers 

were over the fire. A Call-When-Needed 

Helicopter manager was with Air

Resources Helicopters pilot Paul Bradley, 

an exclusive use pilot, and his helicopter, 

a Bell 206L4. The helicopter was not

requested to shut down from bucket work 

when the tankers were in the area since

the fire did cover a large area. VHF traffic 

got very heavy, per usual, when the

Leadplane was trying to give the tankers 

instructions. 

It was hard to find a break in the communications traffic to speak. Paul saw that this was not a 

good situation and took it upon himself to return to the helibase and shut down until the traffic 

could be resolved. 

2. The crew was dispatched to Initial Attack (I.A.) the Rankin Fire that was just over the border 

of the Sawtooth and on the Challis National Forest. Salmon/Challis had hopes that Sawtooth 

Helitack would be able to handle this fire and had instructed dispatch to run the fire on the 

Sawtooth Net. It became obvious quickly that this was not a normal I.A. due to fire behavior 

and other aircraft were dispatched to the fire. Paul recognized quickly that the situation was out 

of hand due to mixing of fixed wing with rotary wing and landed his helicopter back at the

helispot where the Helitack was and they did not take off to clear out of the area until

communications were established with all other aircraft in the area. It was quickly recognized 

that switching back and forth between two forests frequencies was not working.

3. The helicopter was working the West Basin Fire, where it was sent to pick up the Operations 

Chief and a safety officer for a recon flight of the fire. After briefing and loading the

passengers, they departed for the recon. The air to ground and victor were hosting non-stop 

traffic and after talking to Air Attack several times, no one on board the helicopter, not even the 

pilot himself, could really say for sure where the other aircraft were working. Paul told the

Operations Chief who was on board his helicopter, “I have to return to the pickup point. I

cannot ensure the safety of this aircraft or of the people on board it. You are trying to do

something here and Air Attack is trying to do something else and the two are not compatible at 

this point.” The helicopter returned to the helispot and set down until Operations established 

another mission that could be accomplished. 

Thanks, Paul, for realizing these three situations that were shouting “WATCH OUT!” and acting 

upon them! No SafeCom submitted 
45

Lead 214 – A New Meaning

Gale Wilson gives the term Lead 214 a whole

new meaning. Around 0900 on August 26th a 

Bell 214 heard an unusual sound followed by a 

master caution light, indicating a loss of tail

rotor hydraulic boost. The number 1 hydraulic 

system was shut down and airspeed was

maintained at 80 knots. This is where Gale

comes into the picture. Gale was flying his Jet 

Ranger in the same area, and knowing the area 

and the situation, he was able to help the 214. 

Gale knew the 214 would need enough room to 

make a safe landing and “Lead Copter” he

became. He knew of a remote airstrip and led 

the 214 to it, where the 214 made a safe partial 

run-on landing with no impact or yaw. Without 

Gales assistance this could have been a

serious accident. Great job Gale, Thanks.

SafeCom 00-757 

The district biologist asked Jill McCurdy, a Helicopter

Manager on the Ashley National Forest, if she could store 

some 2,000 pounds of grass seed at the helibase. Jill told 

the biologist that she could store it, but not for long, and the 

biologist replied “we’ll be moving it tomorrow, we’re doing 

an aerial seeding project”. This was news to Jill, as it was 

to dispatch and everyone else. She attempted to contact 

the Forest Aviation Officer, but found that he was out of

town. This is the great catch; project planned, no aviation 

plan. So what does Jill do, she steps up to the plate and 

takes it upon herself to put together an aviation plan to

make sure all the bases are covered. For your great work 

Jill, this Airward’s for you! No SafeCom submitted 

Jill McCurdy Makes a Great Catch and Steps Up to Plate
46

Bob Wofford “The Wise Guy”

Bob Wofford, airtanker pilot of T-11, a P2V that he flies 

for Neptune Aviation, is commended for making a very 

wise decision. Bob was working out of McCall, ID on 

the Nick Fire in mid-August. At the same time, the

McCall area was hosting a Back Country Fly In, which 

drew aviation enthusiasts from all over. The McCall 

Airport was experiencing heavy traffic,

communications were poor, and the Forest Service

had a very complex aviation program in full swing. Bob 

became very concerned and decided he had to shut 

down airtanker operations. His suggestion to reload

out of Boise was an excellent idea. For being such a 

“Wise Guy” we gave Bob a well-deserved Airward. 

Thanks Bob! No SafeCom submitted 

Houston Helicopter Pilot Saves The Day

Jorge Pino, a Bell 212 pilot for Houston Helicopters is

commended for the actions he took when the landing gear on 

his Bell 212 failed. With crewmembers approaching the

helicopter when the landing gear failed, he was able to keep it 

from hitting anyone. While the helicopter sustained major

damage, fortunately Jorge and one person on the ground

received only minor injuries. For your actions Jorge, we

extend a huge Thank-You and an Airward too! SafeCom 00-810

Hey Brendan, You da Man

In the middle of a hectic fire season, Brendan Mullen became fully 

qualified as a helicopter manager for the Lewis and Clark National 

Forest light helicopter. Brendan was bombarded with minimally

qualified crewmembers and trainees that were rotating in and out

almost daily. Brendan was often tasked to do multiple missions which 

he assisted management in prioritizing. With this challenging

situation, Brendan initiated regular communication with the Forest

Aviation Officer regarding his concerns and needs. He demonstrated 

a high level of proficiency and a sincere effort to ensure safety above 

everything else. Due to his actions, his crew became better and

consistently staffed. Forest Fire Management Officers were better

informed of his helicopter and crew capabilities and limitations,

resulting in better utilization of the helicopter. Congratulations and 

Thanks Brendan for a job well done! SafeCom 00-759
47

(Note: This is what happens

when you don’t send us a picture!)

Rogers Helicopter mechanic Aaron Young’s pre-flight 

inspection on his Bell 212 includes a procedure for inspecting 

the tail rotor for delamination and debonding. Using a coin, 

he taps on the entire tail rotor, listening for a distinctive noise

that would indicate a bad rotor. As Aaron was tapping his 

rotors one morning, a mechanic from another company was 

watching him, wondering what in the world he was doing. 

When he asked Aaron, he explained and offered to show him 

on his Bell 412. As Aaron was showing the other mechanic, 

low and behold, they heard a very different distinctive noise 

on that 412. One of the rotors was indeed delaminated. 

Aaron’s pro-active safety attitude and willingness to share his 

knowledge earned him this Airward. Our hats are off to you 

Aaron, THANKS No SafeCom submitted 

Super Mechanic, Aaron Young

Dell Boyd was flying Air Attack on the Storrie Incident 

when he observed a helicopter approaching head on at 

the same altitude. To avoid a mid-air collision, Dell took 

evasive action by diving and taking a hard right. He

estimated the distance between the helicopter and his 

Cessna 182 to be less than 500 feet. The helicopter

was identified as a Life Flight helicopter that had been 

cleared into the TFR earlier that day to transport an

injured firefighter. Follow-up with the FAA and Life Flight 

determined that the Life Flight pilot thought that once he 

was cleared into a TFR he had clearance for the

remainder of the day. This obviously is not the case. 

The pilot of Life Flight was directed to write a TFR plan 

for the company, present it to all employees and send a 

copy to the Sacramento FSDO. Once again “See and 

Avoid” pays off. Thanks Dell, keep up the Good Work 

and Safe Attitude! SafeCom 00-770

“See and Avoid” Pays Off
48

Aviation Safety Office www.aviation.fs.fed.us

Enough Already

On the afternoon of August 25th, Ron Tieg had had enough. He 

was managing a helispot on the Lewis and Clark National Forest 

in support of the Antelope Creek fire and the Incident Commander 

was asking just too much of the minimally staffed crew. Ron put 

his foot down and called for a Stand Down of the helispot, which 

included two lights and one medium helicopter. There was so

much confusion and poor management of the resources, Ron felt 

like he had to do something. He called a meeting with the Incident 

Commander and crews to discuss how the resources would be

best utilized and staffed and how the helispot should be managed. 

The stand down was exactly what needed to happen and we’re 

grateful for your decision Ron. Excellent job, Thanks! 

SafeCom 00-758