United States Department of Agriculture

Forest Service

FY 2001

Aviation Safety Summary
Table of Contents

Executive Summary 1

Statistical Summary 3

Benchmarks with other Organizations 9

USFS Owned Aircraft Statistics 10

Fixed-Wing Statistics 12

Airtanker Statistics 14

Helicopter Statistics 16

SafeCom Summary 18

Accident Summary 29

Airwards 35

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 

Fiscal year 2001 was a high mishap year for the Forest Service Aviation Program. We 

experienced four Accidents and 8 Incidents With Potential. Fortunately, there were no 

fatalities and only minor injuries. We flew an average number of hours, 85,150 hours. 

Emphasis is being focused on helicopter operations including; bucket and longline 

operations, dropped loads and dip site management for future enhancement in the 

program. 

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 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 

The Aircraft 

The Forest Service operates approximately 850 aircraft. 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). Over 800 helicopters and fixed wing aircraft of various makes and models 

are chartered, leased or contracted including a vintage (a nice euphemism for “very old”) 

fleet of multi-engine airtankers. 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 approximately 130 employees at 

the Washington Office 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 
 2 

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. 
 3 

Statistical Summary 

Actual hours flown in FY 2001 was above the projected number of hours (73,219). 

Analysis of the data shows an increase (+11,931) in total number of hours flown. 

Accidents, fatalities and accident rates were all below what was projected for FY 2000. 

Comparison of Averages from FY1991-2000 to FY2001 

 Projected Actual Comparison 

Hours flown 73,219 85,150 11,931 

Number of Accidents 4.3 4 -0.3 

Number of Fatalities 2.7 0 -2.7 

Accident Rate 5.92 4.69 -1.23 

65000

70000

75000

80000

85000

90000

Projected Actual

Projected vs Actual Hours Fown for FY 2001

0

1

2

3

4

5

6

Number of Accidents Number of Fatalities Accident Rate

Projected vs Actual for FY 2001 

Projected Actual
 4 

FY 2001 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 26,580 79,441 1 3.76 0 0 0 0 

Helicopter 39,497 78,002,920 2 5.06 0 0 0 0 

Airtanker 7,832 18,564,516 0 0 0 0 0 0 

SEAT *282 *Unknown *1 *354.60 0* 0* 0* 0* 

USFS Owned 11,241 0 0 0 0 0 0 0 

Total 85,150 96,646,978 4 4.69 0 0 0 0 

* The Single Engine Airtanker (SEAT) accident was an aircraft contracted to the BLM. The Forest 

Service does not have any contracts for SEAT’s, thus there are no hours reported in our system for 

actual accident rate comparison. The hours used for the SEATs are from OAS contracts flown on FS 

missions. The accident is included in our overall total accident rate, however the hours are not included. 

FY01 Flight Hour Percentages 

31% 47%

9% 13%

Fixed-Wing Helicopter Airtanker USFS Owned

9.15

7.36

6.11

11.67

8.42

1.74

9.2

1.58

4.69

3.58

6.97

4.31 5.39

10.5 10.62

0

2

4

6

8

10

12

14

1987 1989 1991 1993 1995 1997 1999 2001 2003

accident rate

Accident Rates 
 5 

10-Year Statistics 

Flight Hours: 

Fiscal Year Fixed Wing Helicopter Airtanker USFS Owned Total 

2001 26,580 39,497 7,832 11,241 85,150 

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 

10-year totals 281,535 304,071 60,758 105,492 751,856 

Averages 28,154 30,407 6,076 10,549 75,186 

10 Year Average Flight Hour Percentages 

1992-2001 

37%

41%

8% 14%

Fixed-Wing Helicopter Airtanker USFS Owned
 6 

Fatality and Accident Rates 

Year Fixed Wing Helicopter Airtanker 

USFS 

Owned 

Fatality 

Rate 

Fatal Accident 

Rate 

Accident 

Rate 

2001 3.76 5.06 0 0 0 0 4.69 

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 

10-year 

totals 27.04 89.28 131.90 33.49 39.21 18.69 57.82 

Averages 2.70 8.93 13.19 3.35 3.92 1.87 5.78 

10 Year Average Accident Rate

Percentages 1992-2001

10%

32%

46%

12%

Fixed-Wing Helicopter Airtanker USFS Owned
 7 

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

1986-1990

1991-1995

1996-2000

1986-2000 Average

Total Number Flight Hours for all aircraft 

(5-Year Increments for 15-Years)
 8 

67

85

60

45

34 32

26

17

45.75

0

10

20

30

40

50

60

70

80

90

1961-1965

1966-1970

1971-1975

1976-1980

1981-1985

1986-1990

1991-1995

1996-2000

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

1961-1965

1966-1970

1971-1975

1976-1980

1981-1985

1986-1990

1991-1995

1996-2000

1961-2000 Average

Total Number of Fatalities for all aircraft

(5-Year Increments for 40-Years)
 9 

Benchmarks with other Organizations 

These comparisons are for general information only. These charts present comparable 

statistical data from other organizations for the current fiscal or calendar years, where 

2001 data was not available 2000 data was used and noted in parentheses. 

The Forest Service Accident Rate for 2001 is well below the average (5.97) of the other 

organizations compared 

Comparison to Other Organizations 

Organization Accidents Accident Rate Hours Note 

U.S. Forest Service 4 4.69 85,150 

Office of Aircraft Services (Dept. of Interior Agencies) 4 4.71 84,976 

U.S General Aviation 1721 6.56 26,220,000 1 

14 CFR 135, Non-scheduled Service 72 2.12 3,400,000 1 

Aerial Application, All Aircraft 56 Not Available Not Available 1 

U.S. Civilian Helicopter, All Types 182 7.64 2,381,000 2 

Civilian Helicopter, Single Engine Turbine 82 5.74 1,428,000 2 

Civilian Helicopter, Multi-Engine Turbine 87 19.21 453,000 2 

Notes: Sources Cited. 

1. National Transportation Safety Board website: http://www.ntsb.gov

2. Helicopter Association International (HAI) website: http://www.rotor.com
 10 

USFS Owned Aircraft 

Forest Service owned aircraft accounted for approximately thirteen percent of the total 

hours flown in FY 2001; 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

2001 11,241 0 0 0 0 0 0 

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 

Total 105,492 4 33.43 1 10.11 1 10.01 

Average 10,542 0.4 3.43 0.1 1.01 0.1 1.01 
 11 

USFS Owned 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate 

1996-2000 51,616 2 0 3.87 0 

1991-1995 52,782 4 2 7.58 3.79 

1986-1990 53,466 6 1 11.23 1.87 

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 2001; the 

ten-year average is 37 percent. The number of hours flown in FY 2001 is 26,580, which 

is below the ten-year average of 28,154. Both accident and fatality rates have decreased 

over the past 40 years. 

Fixed-Wing 10-Year Statistics 

Fiscal Year 

Hours 

Flown Accidents 

Accident 

Rate

Fatal 

Accidents

Fatal 

Accident Rate Fatalities

Fatality 

Rate

2001 26,580 1 3.76 0 0 0 0 

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 

Total 281,535 7 27.04 2 7.89 6 25.88 

Average 28,154 0.7 2.70 0.2 .80 0.6 2.59 
 13 

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

Year Hours Accidents Fatalities Accident Rate Fatality Rate 

1996-2000 137,937 2 2 1.44 1.44 

1991-1995 144,074 4 4 2.78 2.78 

1986-1990 175,418 3 2 1.71 1.14 

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 accounted for nine percent of the total hours flown in FY 2001; the ten-year 

average is eight 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

2001 7,832 0 0 0 0 0 0 

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 

Total 60,758 5 131,88 5 131.88 10 263.78 

Average 6,076 0.5 13.19 0.5 13.19 1 26.38 
 15 

Airtanker 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate 

1996-2000 31,578 1 2 3.16 6.33 

1991-1995 24,130 4 8 16.58 33.15 

1986-1990 21,529 5 5 23.22 23.22 

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 largest percent of the total hours flown in FY 2001. They 

flew 47 percent of the total hours flown in FY 2001. The 10-year average is 41 percent. 

While the number of accidents has steadily decreased the number of fatalities have risen 

after a dramatic drop up to the mid 1980’s. 

Helicopter 10-Year Statistics 

Fiscal Year 

Hours 

Flown Accidents 

Accident 

Rate

Fatal 

Accidents

Fatal 

Accident Rate Fatalities

Fatality 

Rate

2001 39,497 2 5.06 0 0 0 0 

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 

Total 304,071 26 89.25 5 16.31 8 28.58 

Average 30,407 2.6 8.93 0.5 1.63 0.8 2.86 
 17 

Helicopter 15-Year Statistics in 5-Year Increments

Year Hours Accidents Fatalities Accident Rate Fatality Rate 

1996-2000 155,344 12 4 7.72 2.57 

1991-1995 135,262 14 5 10.35 3.7 

1986-1990 108,854 18 3 16.55 2.76 

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 

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 provided monthly safety summaries to the field by 

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 578 per 

year. The FY 2001 number is significantly higher at 773. The total number of 

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

Although there were only 7 SafeCom’s categorized as near mid-air, there were several 

more that mentioned close calls. The same is true for policy deviation, there were 39 

SafeCom’s categorized as policy deviation, but numerous more that indicated 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 of these SafeCom’s were 

related to frequency and radio issues but the majority showed that we have basic 

communication failures at multiple levels of our operations. Dropped loads are another 

concern, with the highest number of Incident SafeCom’s reported 

Yearly SafeCom Totals 

Year Number of SafeComs 

2001 773 

2000 949 

1999 640 

1998 546 

1997 366 

1996 633 

1995 402 

1994 751 

1993 336 

1992 383 

Total 5779 

Average 578 
 19 383 336 751 402 633

366

546

640

949

773

578

0

100

200

300

400

500

600

700

800

900

1000

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

Average

Total Number of SafeComs by Year

FY 2001SafeCom Information

Aircraft Type Number Percent of all SafeCom’s 

Fixed Wing 168 22% 

Helicopter 399 51% 

Airtanker 99 13% 

SEAT 9 1% 

USFS Owned 61 8% 

Other 37 5% 

Total 773 100% 

Category Number Percent of all SafeCom’s 

Airspace 94 12% 

Hazard 232 30% 

Incident 151 20% 

Maintenance 296 38% 

Total 773 100% 
 20 

SafeCom's by Aircraft Type

22%

51%

13%

8% 5% 1%

Fixed-Wing Helicopter Airtanker

USFS Owned Other SEAT

SafeCom's by Category

38%

12%

30%

20%

Maintenance Airspace

Hazard Incident
 21 

 

SafeCom’s by Category and Region 

Region Airspace Hazard Incident Maintenance Total 

Region 1 15 27 17 29 88 

Region 2 0 17 7 18 42 

Region 3 6 23 7 16 52 

Region 4 13 18 25 49 105 

Region 5 13 41 21 63 138 

Region 6 29 54 38 63 184 

Region 8 14 29 21 39 103 

Region 9 2 10 9 3 24 

Region 10 2 9 2 12 25 

WO 0 4 4 4 12 

Total 94 232 151 296 773 

SafeCom’s by Major and Minor Category 

Airspace Hazard Incident Maintenance Total 

Aircraft Damage 0 0 15 0 15 

Airframe 0 0 0 10 10 

Avionics 0 0 0 3 8 

Caution Light 0 0 0 11 11 

Chip Light 0 0 0 49 49 

Communications 0 66 0 0 66 

Conflict 13 0 0 0 13 

Congestion 5 0 0 0 5 

Dragged Load 0 0 14 0 14 

Dropped Load 0 0 41 0 41 

Electrical 0 0 0 34 34 

Elevator 0 0 0 1 1 

Engine 0 0 0 53 53 

Environmental 0 0 0 3 3 

Flight Controls 0 0 0 4 4 

Flight Equipment 0 8 0 0 8 

Flight Following 0 17 0 0 17 

Forced Landing 0 0 4 0 4 

Fuel 0 6 0 12 18 

Gear Box 0 0 0 5 5 

Ground Damage 0 0 7 0 9 

Ground Equipment 0 9 0 0 9 

Hydraulic 0 0 0 10 10 
 22 

Instructions 0 7 0 0 7 

Instrument 0 0 0 13 13 

Intrusion 54 0 0 0 54 

Landing Gear 0 0 0 12 12 

Near Mid-Air 7 0 0 0 7 

Oil 0 0 0 7 7 

Other 11 52 56 27 146 

Oxygen 0 0 0 2 2 

Pilot Action 0 22 0 0 22 

Policy Deviation 0 39 0 0 39 

Precautionary 

Landing 0 0 14 0 14 

Procedures 4 0 0 0 4 

Propeller 0 0 0 10 10 

Rotor (Main) 0 0 0 8 8 

Rotor (Tail) 0 0 0 3 3 

Transmission 0 0 0 9 9 

Vacuum 0 0 0 1 1 

Warning Light 0 0 0 7 7 

Weather 0 6 0 0 6 

Total 94 232 151 296 773 

Airspace SafeCom's

14%

5%

58%

7%

12% 4%

Conflict Congestion Intrusion

Near Mid-Air Other Procedures
 23 

0

10

20

30

40

50

60

70

Communicatioons

Flight Equipment

Flight Following

Fuel

Ground Equipment

Instructions

Other

Pilot Action

Policy Deviation

Weather

10%

9%

27%

5% 3%

37%

9%

Aircraft Damage Dragged Load Dropped Load

Forced Landing Ground Damage Other

Precautionary Landing

Hazard SafeCom’s 

Incident SafeCom’s 
 24 

0 10 20 30 40 50 60

Airframe

Avionics

Caution Light 

Chip Light

Electrical

Engine

Environmental

Flight Controls

Fuel 

Gear Box

Hydraulic

Instrument

Landing Gear

Oxygen

Oil 

Other

Propeller

Rotor (main)

Rotor (tail)

Transmission

Warning Light

Maintenance SafeComs 
 25 

SafeCom’s by Region 

The chart below shows the number of SafeComs by region (FS and other agency) 

reported in FY 2001. There were a total of 773 SafeComs reported, 665 were USFS and 

108 were other agencies. 

8

4 23

2

23

77 1

26

155

29

123

15

97

8

45

7

35

7 79

9

0

50

100

150

200

R-1 R-2 R-3 R-4 R-5 R-6 R-8 R-9 R-10 WO

USFS Other Agencies

Percent of SafeCom's by Region

R-1

11%

R-3

7%

R-4

14%

R-5

18%

R-8

13%

R-9

3%

R-10

3%

R-6

24%

WO

2% R-2

5%
 26 

Region 1

 

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

Fixed Wing 21 23.9% 2.7% 12.5% 

Helicopter 38 43.2% 4.9% 9.5% 

Airtanker 10 11.4% 1.3% 10.1% 

USFS Owned 12 13.6% 1.6% 19.7% 

Other 7 8.0% 0.9% 18.9% 

Total 88 100.0% 11.4% 

Region 2

 

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

Fixed Wing 6 14.3% 0.8% 3.6% 

Helicopter 17 40.5% 2.2% 4.3% 

Airtanker 8 19.0% 1.0% 8.1% 

SEAT 4 9.5% 0.5% 44.4% 

USFS Owned 5 11.9% 0.6% 8.2% 

Other 2 4.8% 0.3% 5.4% 

Total 42 100.0% 5.4% 

Region 3

 

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

Fixed Wing 9 17.3% 1.2% 5.4% 

Helicopter 22 42.3% 2.8% 5.5% 

Airtanker 12 23.1% 1.6% 12.1% 

SEAT 1 1.9% 0.1% 11.1% 

USFS Owned 5 9.6% 0.6% 8.2% 

Other 3 5.8% 0.4% 8.1% 

Total 52 100.0% 6.7% 

Region 4

 

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

Fixed Wing 15 14.3% 1.9% 8.9% 

Helicopter 63 60.0% 8.2% 15.8% 

Airtanker 15 14.3% 1.9% 15.2% 

USFS Owned 8 7.6% 1.0% 13.1% 

Other 4 3.8% 0.5% 10.8% 

Total 105 100.0% 13.6% 
 27 

Region 5

 

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

Fixed Wing 30 21.7% 3.9% 17.9% 

Helicopter 67 48.6% 8.7% 16.8% 

Airtanker 28 20.3% 3.6% 28.3% 

USFS Owned 3 2.2% 0.4% 4.9% 

Other 10 7.2% 1.3% 27.0% 

Total 138 100.0% 17.9% 

Region 6

 

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

Fixed Wing 44 23.9% 0.9% 5.6% 

Helicopter 102 55.4% 3.1% 5.2% 

Airtanker 14 7.6% 1.5% 10.1% 

SEAT 3 1.6 

USFS Owned 13 19.0% 1.6% 25.9% 

Other 8 15.2% 1.3% 33.3% 

Total 184 100.0% 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% 
 28 

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% 
 29 

Fiscal Year 2001 Accidents 

Region 9, Huron-Manistee NF 

Mission: Reconnaissance 

NTSB Identification: CHI01LA225. 

Accident occurred Friday, July 20, 2001 at FREEMONT, MI 

Aircraft: Cessna U206G, registration: N756DM 

Injuries: 2 Minor. 

On July 20, 2001, at 1515 eastern daylight time, a Cessna U206G amphibian, N756DM, 

operated by Scenic Seaplanes, Incorporated and piloted by a commercial pilot, sustained 

substantial damage when it nosed over in a field 5 miles east of Freemont, Michigan, during 

an emergency landing. Prior to the accident, the airplane's engine lost partial power during 

cruise flight. Visual meteorological conditions prevailed at the time of the accident. The aerial 

observation flight was contracted by the United States Forest Service to perform fire patrol 

under the provisions of 14 CFR Part 135. A company VFR flight plan was on file. The pilot 

and passenger, a pilot-rated aerial observer, on board the airplane reported minor injuries. The 

local flight originated at Cadillac, Michigan, at 1400. 

In his written statement, the pilot said they were proceeding east at approximately 2,500 feet 

mean sea level when he noticed the manifold pressure had dropped to approximately 30 

inches of Mercury (Hg). The pilot said he moved the throttle in and out several times but the 

power did not change. The pilot said he executed a 180-degree turn toward the Freemont 

Airport. On completion of the turn, the pilot noticed the manifold pressure had dropped to 15 

inches Hg. The pilot looked for a place to land. He said there was nothing in front of them but 

trees. The pilot then noticed a farm field beneath and to the left of him. He said he decided to 

put the airplane down in the field. The pilot said he left the wheels and the flaps up because he 

was "low, slow, and short". He said the farm field was a short one. The pilot said he tried to 

flare. They hit the ground hard. The pilot said he did not recall the airplane going over its nose 

and coming to rest on its back. 

A Federal Aviation Administration inspector examined the airplane at the accident site. The 

airplane was found resting inverted in a corn stubble field. The left float and legs were bent to 

the right and resting against the right float. The landing wheels in the floats were in the "up" 

position. The engine mounts were twisted 35 degrees to the left. The cowling and forward 

fuselage was crushed aft and twisted left. One of the three propeller blades was bent aft. The 

other two blades were bent forward. The aft fuselage was bent and buckled. The empennage 

was broken off. Both wings showed numerous bends and buckles. Flight control continuity 

was confirmed. An examination of the engine showed the throttle cable broken at the linkage 

to the throttle box lever arm. No other anomalies were found with the airplane. 
 30 
 31 

Region 4, Bridger-Teton NF 

Mission: Water bucket operations 

 

NTSB Identification: : DEN01TA134A and DEN01TA134B

Accident occurred Tuesday, July 31, 2001 at JACKSON, WY 

Aircraft: Bell 212, registration: N911VR 

 Aircraft: Bell 205A-1, registration: N205BR 

Injuries: 2 Uninjured. 

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. 

On July 31, 2001, at 1347 mountain daylight time, a Bell 205A-1 helicopter, N205BR, 

sustained substantial damage when the water bucket of a Bell 212 helicopter, N911VR, 

contacted its main rotor system near Jackson, Wyoming. The Bell 205A-1 helicopter was 

registered to Idaho Helicopters, Inc., of Boise, Idaho, and the Bell 212 helicopter was 

registered to Rogers Helicopters, Inc., of Fresno, California. Both helicopters were being 

operated by the U.S. Forest Service as public use fire fighting flights. The airline transport 

pilot of the Bell 205A-1 and the airline transport pilot of the Bell 212 were not injured. Visual 

meteorological conditions prevailed for the local flights. A company flight plan was filed for 

the Bell 205A-1 and a flight plan was not filed for the Bell 212. Both flights originated from 

Wilson, Wyoming. 

According to preliminary information, the Bell 205A-1 helicopter was at an out-of-ground 

effect hover over a pond near the Snake River using a long line and bucket to pick up water 

during fire fighting operations. While the Bell 212 helicopter was operating in close 

proximity, its long line and bucket got tangled in the Bell 205A-1's main rotor system. The 

pilot of the Bell 205A-1 performed a vertical autorotation to the water, coming to rest with the 

tail section and part of the fuselage in the pond. The Bell 212 was not damaged. 
 32 

NTSB Identification: SEA01TA152. 

Accident occurred Thursday, August 16, 2001 at Ukiah, OR 

Aircraft: WSK PZL Mielec M-18 Dromader, registration: N52768 

Injuries: 1 Minor. 

On August 16, 2001, approximately 1125 Pacific daylight time, a WSK PZL Mielec M18 Dromader, N52768, registered to Western Pilot Service, and operated by the 

USDA Forest Service, as a local public use firefighting operation, collided with a 

fence during landing at a private airstrip located about four miles southeast of Ukiah, 

Oregon. Visual meteorological conditions prevailed at the time and company visual 

flight rules flight- following was in effect. The aircraft was substantially damaged and 

the commercial pilot, the sole occupant, received minor injuries. 

In a written statement, the pilot reported that he had completed the retardant drop at 

the fire site and was returning to the airstrip for another load. The landing was made 

to the south. The pilot reported that the flare was a little high and after the aircraft 

touched down, it bounced, then settled to the runway. After touchdown, the aircraft 

veered to the left and the pilot corrected with right rudder and brake application. The 

pilot stated that the aircraft continued to the left toward a hill and rough terrain so he 

added power, and back pressure on the flight control. When the aircraft lifted off it 

started to roll. The pilot reduced power and the right wing contacted the runway. The 

aircraft touched down on the main landing gear and again bounced and started to 

drift to the right toward a barn. To avoid a collision with the barn, the pilot again 

added power and started a left turn. At this time the left wing collided with a steel gate 

and fence. The aircraft then descended to the ground in a nose down attitude. After 

ground contact, the aircraft spun around twice before coming to rest. 

The pilot reported that there were no mechanical failures or malfunctions with the 

aircraft at the time of the accident. 

The black top runway is 5,000 feet in length and 100 feet wide with a rise in the 

center. The pilot reported that the wind was variable at about 5 mph at the time. 
 33 

Region 1, Kootenai NF 

Mission: Water Bucket Operations 

NTSB Identification: SEA01TA172 

Accident occurred Monday, September 17, 2001 at Troy, MT 

Aircraft: Bell 205, registration: N458CC 

Injuries: 1 Uninjured. 

On September 17, 2001, about 1600 mountain daylight time, a Bell 205 helicopter, N458CC, 

sustained substantial damage following a main rotor blade strike while conducting firefighting 

operations near Libby, Montana. The helicopter is registered to Billings Flying Service, 

Billings, Montana, and was being operated by the United States Forest Service (USFS) as a 

public use aircraft. The commercial pilot, the sole occupant of the helicopter, was not injured. 

Visual meteorological conditions prevailed, and USFS VFR flight following procedures were 

in effect. 

In a written statement dated September 26, 2001, the pilot reported that he was maneuvering 

near a shoreline in an effort to get a full bucket of water. "I made 40-50 bucket drops on the 

fire and flew out my fuel cycle before breaking off from the fire and returned to Troy Airport. 

On the return flight to Troy airport, I noticed a vertical vibration at approximately 90 knots 

(forward airspeed)." He continued to Troy airport at a slower speed to avoid the vibration. 

After landing without incident, the pilot noted damage to the helicopter's main rotor blades. 

He also noted that pine needles had been ingested into the aircraft's induction system. The 

pilot did not recall coming into contact with anything during the flight. 

Personnel from the USFS reported that the helicopter was conducting external load long-line 

(100 feet) operations when the helicopters main rotor blades contacted trees. 

Post accident examination of the helicopter, by a certified mechanic, revealed that both main 

rotor blades sustained substantial damage. 

The pilot stated that the weather was clear with more than 20 miles visibility, with the sky 

partially obscured by occasional smoke. 

The pilot reported no mechanical failure or malfunction of the aircraft. 
 34 
35 

 

 October 2000

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

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 welldeserved Airward. Thanks Bob! No SafeCom submitted 
36 

 No picture available 

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

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 
37 

 

To view SafeComs click here: http://www.aviation.fs.fed.us/safecom/psearch.asp 

Enter the SafeCom number and click on submit 

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

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 

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 
38 

 March 2001

On October 30, 2000, Bureau of Reclamation pilot 

Mark Santee was landing his Bell 206 L-1 helicopter

at Chapin Helibase in Mesa Verde National Park, 

Colorado when he detected a high frequency

vibration. Mark immediately released his external 

seed bucket and guided his helicopter to the helipad 

while avoiding over-flight of ground personnel. After

landing, Mark inspected the tail rotor and discovered 

that one of the tail rotor blades had delaminated and 

that the vibrations caused by the out-of-balance tail 

rotor had fractured three of the four tail rotor gearbox

mounts! Our thanks to Mark for acting quickly and 

responsibly to terminate the flight, avoiding further

damage and injury. 

Quitting Time

This is our first interagency Airward News with the Department of Interior, Office of Aircraft 

Services. Welcome aboard and congratulation to the first Airward winners from the Department 

of Interior. 

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 filling out a SafeCom or by contacting your Regional Aviation Safety Manager, State 

Aviation Officer or the Office of Aircraft Services. We know there are a lot of great things 

happening out in the field, and we’d love to hear about it and share it with the rest of the 

aviation community through this publication. 

OAS SafeCom 01-16
39 

Between a Rock and a Hard Spot 

On August 30, 2000, National Park Service 

Ranger/Pilot Shad Dusseau departed Kobuk Valley

National Park, Alaska, enroute to Kotzebue with 

three passengers aboard his Cessna 206 

floatplane. Fifteen minutes into the flight, Shad, a 

registered EMT and former military medical 

corpsman, recognized that he was experiencing a 

serious medical problem. Rather than continue on 

to Kotzebue where medical assistance was 

available, Shad’s concern for the safety of his 

passengers caused him to immediately terminate 

Aviation Safety Offices 

www.aviation.fs.fed.us - www.oas.gov

the flight despite his medical condition. Shad landed in the nearby Kobuk River where he 

collapsed shortly after beaching the aircraft. The passengers successfully called for help using 

the aircraft’s radio, administered first aid, and built a small shelter. Medical help arrived shortly

thereafter. Shad was taken to Providence Hospital in Anchorage where he recovered. 

Congratulations to Shad Dusseau, Park Rangers Dan Stevenson and Linda Jeschke, and Park 

Management Assistant Patty Christian for a job well done! No SafeCom submitted. 

Helicopter Manager Strikes Again

When the relief pilot showed up in Wiggins, MS to 

relieve the pilot for the helicopter Kirby Cook from 

the Beaverhead-Deerlodge NF was managing, 

the first thing Kirby did was check his card. 

Immediately red lights were flashing, the pilot was 

not carded for the mission. The pilot told Kirby

that he had been carded in June for aerial plastic 

sphere dispenser, but it wasn’t on his card. Kirby

spent the rest of the morning burning up the 

phone lines calling various regions, OAS and the 

company to verify the pilots qualifications. Kirby 

verified that the pilot was in fact qualified and by noon the helicopter was launched to the burn 

site to begin firing operations. Checking pilot and aircraft carding is essential to our safety

program. This event demonstrates the importance of checking the paper work. Great job Kirby, 

this Airward’s for you. USFS SafeCom 01-43
40 

 June 2001

Believing this could be related to other aircraft, Steve 

and Michael removed the aircraft from service until a 

more thorough investigation could be made. They

completed a report with photographs for review by

the Washington office, which had received a report 

of similar problems with another aircraft recently. 

This resulted in Bell Helicopters issuing a safety alert 

for inspections of the Bell 407 tail rotor system. Their

thorough follow-up of a “one time” incident may

prevent a more serious failure for another crew in the 

future. Thanks for the play that saved the game 

Michael and Steve!

Michael and Steve’s Interception Saves the Game 

USFS SafeCom 01-86 Steve Tome 

Glen Johnston (right) presenting 

Michael Lewis (left) with Airward 

Following a routine flight in their contract Bell 407, 

vibrations were noted after touchdown, requiring an 

inspection by the mechanic. The inspection 

revealed significant damage to the tail rotor

gearbox assembly at the attachment point with the 

tailboom. Michael Lewis, helicopter manager, 

captured the damage with a prompt SafeCom, 

notified the Forest Aviation Manager and 

dispatcher, and initiated procedures to correct the 

damage. After notification, Steve Tome, Regional 

HOS, recognized the significance of the defect, 

since that particular aircraft has had an 

airworthiness directive issued for tail rotor

problems. Here comes the play of the game. 
41 

 

 

 

Here Comes Steve to Save the Day! 

Steve Woods, Great Western Aviation, used 

super-hero powers to discover the broken right 

rudder stop cable on a DC-3. This cable was 

found on top of the horizontal carry-thru structure 

during the Phase 3 inspection. The aircraft 

experienced high winds last spring when the 

aileron gust locks fell out, so the aileron system 

was inspected. The pilot reported this problem 

and stated that the other locks remained in place. 

The rudder stop cable may have been broken 

anytime because this part of the aircraft is only

inspected during the Phase 3 which was last 

performed in October 1999. Steve’s x-ray vision 

prevented a disaster from later occurring. Keep 

up the good work, Super Steve!

Aviation Safety Offices 

www.aviation.fs.fed.us - www.oas.gov

USFS SafeCom 01-23

Jim Morrison (right) presenting 

Airward to Steve Woods (left) 
42 

 July 2001

Finally, as smoke was becoming noticeable 

from the transmission area, Scott put the 

aircraft down so it remained level. That’s 

where things got tacky. The bog allowed the 

aircraft to settle about 4 feet deep until it 

rested on the retardant tank. During the 

settling and touchdown, the rotor blades 

contacted the tops of some of the surrounding 

brush creating only minor damage. Four days 

later the aircraft was airlifted out of the bog 

and returned to the tanker base, where the 

transmission and a rotor blade tip cap were 

repaired. Way to go team! 

Teamwork Takes Transmission Troubles from 

Treacherous Terrain to Tangible Yet Tacky Touchdown

USFS SafeCom 01-243

Steve Tome 

On Saturday, June 23, while working initial attack on a 

small lightning fire in the mutual protection area less than a 

mile over the international border of Canada, the crew of

Tanker 747, an Erickson type one helitanker, experienced 

indications of severe transmission problems. Pressure 

dropped to zero and temperatures were rapidly climbing 

toward the limits. With the decision that this aircraft had to 

be put down right away, pilot Scott Woodbury contacted the 

orbiting air attack and requested immediate directions to the 

nearest suitable landing spot. With nothing but lake and 

forest in the area, Tar Lesmeister quickly selected the only

possible site, a boggy area along the lakeshore, and gave 

precise direction to get the crippled aircraft to the area. 

When Scott tried to set the aircraft down, he found the 

footing to be unstable and had to continue to move forward 

toward more rising vegetation. 

Tar Lesmeister (left) and John Shearer (right) 

Al Lang

Scott Woodbury 

(picture unavailable)
43 

 

 

 

The “A” Team 

Rick Willis, Contracting Specialist, USDAForest Service, Sam Stivison, Chief, 

Division of Acquisition Management, Office 

of Aircraft Services, and JP Johnston, 

Helicopter Management Specialist, USDAForest Service, combined efforts in the 

interest of aviation safety. Rick and Sam 

awarded contracts only to firms that exhibit 

the ability to perform safely and effectively. 

Effective research proves to be beneficial 

when dealing with aircraft contracts. Nice 

work, gentlemen! 

Sam Stivison (left), Rick Willis (center), 

and JP Johnston (right) 

Barry Kennedy, from Chena Lakes Helibase, 

Alaska, had a feeling that something was wrong 

while observing a recent pilot qualification flight 

conducting water bucket operations. Barry

checked the bucket and found it was 

unserviceable. The bucket didn’t have a model 

number or capacity markings nor did it have 

“cinch rings, markings or loops in the bucket” 

needed to adjust its capacity. Being concerned 

for the crew’s safety, Barry approached the pilot 

with this information. The pilot confirmed the 

problem and the bucket was removed from 

service. Great job, Barry! 

An Eye for Detail 

OAS SafeCom 01-90 Barry Kennedy 

No SafeCom submitted 
44 

 

Aviation Safety Offices 

www.aviation.fs.fed.us - www.oas.gov

When the Going Gets Tough, the Tough Get... 

Tammy Westover, a helicopter manager

employed by the State of Alaska, observed 

several serious errors made by one of our

helicopter operators, during interagency fire 

activities. Tammy quickly analyzed the situation 

and made the difficult, but correct decision to 

terminate flight operations with the operator. Fire 

behavior was extreme and helicopters and pilots 

were in high demand making the decision to 

ground the operator all the more difficult. Our

special thanks to Tammy, her unwillingness to 

compromise safety, and for making that tough 

call. No SafeCom submitted 

Tammy Westover 
45 

 August 2001

Allen Johnson, acting as the Safety Officer on a 

Search and Rescue mission, intercepted Geffrey

Davenport, Electronics Technician for the Forest 

Service, before boarding a helicopter. Forest 

Service employees are restricted from flying on 

uncarded helicopters like this one. This 

helicopter crashed with four crewmembers and 

two Office of Emergency Services’ technicians. 

Johnson’s quick feet and wise decision prevented 

what could have been a worse scenario. Safety

rules are made to keep people safe. This 

boarding restriction proves the success of this 

field play. Nice catch, Allen! 

Pat Loe, Region 9 pilot, experienced some 

complications while conducting a forest 

insect survey on a DHC-2 Beaver floatplane. The floatplane experienced a 

vibration and trace of oil on the windshield. 

Pat didn’t waste any time messing around. 

Notification was made to the forest 

dispatcher that he was redirecting to Devil 

Track Lake. While descending the 

vibration worsened. Faster than a 

speeding bullet, he changed direction 

again and executed a precautionary

landing on Northern Light Lake without 

incident. Excellent moves, Pat! 

Nice Catch 

No SafeCom submitted 

Helicopter Remains 

Pat Loe (left) and Mike Hopf (right) 

Faster than a Speeding Bullet 

USFS SafeCom 01-283
46 

 

 

 

Jamie Tackman, leadplane pilot, made a critical decision to stop 

retardant aircraft operations and warn the firefighting helicopters of the 

erratic winds in the canyon they were flying. Jamie believed that had the 

airtanker continued its run it may not have been able to pull out of the 

narrow canyon. Good job, Jamie! 

may have caused, notified Ridenhour and he contacted the base manager for initial attack action 

on the fire. Nice slide, guys! 

Home Run 

During rappel proficiency training at the 

John Day Oregon Base, the helicopter

experienced mechanical failure during flight. 

Kevin Brown, spotter, had begun rappel 

training when he heard a noise that led him 

to believe it was a lost hydraulic pump. 

Hunter Ridenhour, pilot, decided to make 

the play of the day by stealing a base and 

sliding into home plate. He quickly turned 

the aircraft back to the airport while Brown 

prepared the crew for a hardball landing. 

The helicopter slid to a stop on the taxiway

and the crew departed. Brown observed 

smoke from a grass fire that this incident 

Aviation Safety Offices 

www.aviation.fs.fed.us - www.oas.gov

Kevin Brown (left) and 

Hunter Ridenhour (right) 

USFS SafeCom 01-317

USFS SafeCom 01-373

Good Call 

No picture available 
47 

 September 2001

On Friday, the 13th of July, 2001, BLM contract 

pilot Myles Elsing along with Brandon Hampton 

and Skip Young were conducting a G.P.S. mapping 

flight five miles west of Rogerson, Idaho when their

Aerospatiale AS-350 B2 helicopter lost all hydraulic 

assistance to the flight controls. Myles was able to 

maintain control and land the helicopter at Twin 

Fall Airport without further damage. Brandon and 

Skip used their training in Crew Resource 

Management to assist the pilot with multiple radio 

calls and watching for traffic, allowing Myles to 

concentrate on controlling the helicopter and 

completing the emergency procedures. A great 

coordinated effort by all! By the way, the next time 

Friday the 13th comes around, you may find this 

crew at the golf course. 

No Mistakes 

“Spooked” 

OAS SafeCom 01-204

and made a successful and safe landing. Tom’s immediate in-flight emergency reactions and 

pilot actions may have saved the aircraft as well as the possible loss of life. As was stated in 

1924 by the Army Air Corp, “Aviation is not inherently dangerous, however it is extremely

unforgiving of mistakes.” Tom made no mistakes! Thanks, Tom! USFS SafeCom 01-522

Steve Pedigo (right) presenting 

Airward to Tom Landon (left) 

Brandon Hampton (left) Myles Elsing (right)

Tom Landen, RAO for Region 2, was on standby for

leadplane duty at Jeffco Airtanker Base. At 

approximately 1030 a dispatch was received for the 

leadplane and airtanker to the Jelly Creek Fire. Tom 

launched from Jeffco and the airtanker from Grand 

Junction Airtanker Base. As Tom arrived over the fire, 

he configured the aircraft for the leadplane mission 

and proceeded to make a practice run on the fire. 

After the initial run, he added climb power and noticed 

a hesitation in the left engine. He climbed to altitude, 

checked for the closest airport, and evaluated the 

aircraft for the malfunction. He noticed fuel streaming 

off the top of the left engine cowling. Tom immediately

secured the left engine and flew to the Rangely Airport 
48 

 

 

 

 

out. Bob landed the aircraft with no further complications. Nice sailing, Bob and Dave! 

Bill Gimler, district forester, canceled a scheduled flight to view the extent of

recent windstorm damage. Bill was not Chief of Party qualified. He decided 

not to horse-around and rescheduled the flight for a later date after he was 

able to complete the training. Nice riding, partner! 

USFS SafeCom 01-474

Ships Ahoy!

Bob Wofford, pilot, and Dave Seashore, copilot, 

successfully landed a Lockheed P2V after experiencing 

some mechanical difficulties. After departing Missoula 

where the aircraft had just received its 100 hour checkup, 

Bob and Dave both felt a lurch as the front landing gear

retracted into the plane. When they arrived at Boise and 

began landing procedures, they floated into some rough 

waters. The front landing gear would not extend down. 

The control tower waived them off. Dave examined the 

landing gear and was able to push it into the locked 

position with a 2x4. It was smooth sailing from there on 

Aviation Safety Offices 

www.aviation.fs.fed.us - www.oas.gov

Whoa Nelly! 

No picture 

 available 

No Real Picture available 

USFS SafeCom 01-566