United States Department of Agriculture 

Forest Service 

FY 2006 

Aviation Safety Summary 

Prepared by the 

National Aviation Safety Center 

Boise, ID 

 

 

United States Department of Agriculture 

Forest Service 

FY 2007 

Aviation Safety Summary 

Prepared by the 

National Aviation Safety Center 

Boise, ID 
1

Table of Contents 

Executive Summary 2 

Aviation Safety Accomplishments 4 

Statistical Summary 6 

USFS Owned/Operated Statistics 12 

Fixed-Wing Statistics 14 

Airtanker Statistics 16 

Helicopter Statistics 20 

SAFECOM Summary 22 

Accident Summary 32 

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

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

100,000. 

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

flown times 100,000. 

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

100,000. 

Departure Accident Rate = Number of accidents divided by the number of 

departures times 100,000
2

Executive Summary

In FY 2007 the U.S. Forest Service experienced higher than average loss due to 

aviation mishaps. This follows a five year trend that indicates increasing risk 

associated with higher accident rates. 

USFS Aviation Risk Management program is based on the philosophy that all 

aircraft mishaps are preventable and that mishap prevention is an inherent 

function of management. The attainment of zero aviation accident/incident 

occurrence is our ultimate goal. 

“Nothing we do is more important than the safety 

 and health of every Forest Service employee!” 

Abigail Kimbell, Chief, USDA Forest Service 

Risk Management Program Objective: 

9 The objectives of Aviation Risk Management and Training Systems are in 

keeping with the most modern approaches to the safe management of 

complex systems. The techniques employed by the program members 

are based on critical thinking and the systematic oversight of existing 

accident prevention programs. Products include: 

 Safety Management Systems to achieve high standards of efficiency 

and effectiveness. 

 Aviation Accident Prevention, review and analysis of historical data. 

 Accident Investigation, error analysis, and corrective action plans. 

 Aviation safety training and education for pilots, crews, managers, 

support personnel and end-users. 

 Doctrinal approach in the direction and guidance of aviation risk 

management processes. 

Interagency Cooperation to Reduce Aviation Mishaps 

9 Success in aviation safety is a result of coordinated efforts with 

cooperators and vendors who provide approximately 90% of all Forest 

Service aviation services. 

 The Forest Service is the leading federal agency working with the FAA 

on implementing Safety Management Systems that target a reduction 

in the number of accidents experienced by aircraft vendors that service 

our natural resource missions. 

 Interagency Aviation Program Risk Assessments have been completed 

for 2008 fire suppression operation of Airtankers, SEATS, Aerial 

Supervision, and Helicopters and for FS aviation operations in InfraRed Surveillance, Forest Health Protection and the Rocky Mountain 

Research Station. 
3

Training Systems That Achieve Safety Objectives: 

9 Training is managed through a system of resources including basic 

Interagency aviation courses, university level education, and NWCG 

sanctioned skills based training for all FS aviation users. 

Mishap Trends: 

9 The Branch of Aviation Risk Management monitors safety data, hazard 

reports and mishaps in its effort to identify hazardous trends. We have 

completed development of an Aviation Accident Database, which will 

support accident trend analysis, and the identification of Human Factors 

issues. The database will be housed within the SHIPS program managed 

by the FS Office of Occupational Safety and Health. Beta testing is 

occurring with data entry planned for this spring. 

 USFS fleet aircraft have not had an accident in 5 years. There have 

not been any fatalities in fleet operations for 12 years. 

 Region 10 celebrated 10 years of accident free flying in 2007. 

 The large Airtanker program, although reduced in scope, has been 

accident free for 5 years. This is the longest span between accidents 

in 20 years. 

 Fixed wing contract operations have generally remained the same from 

the previous 5 year period, however the accident rate increased from 

2.54 to 4.51. 

 Helicopter contract flight hours were elevated 2.3% above average 

while the current 5-year accident rate has increased by 9.8%. 

 The average Forest Service aviation accident rate has continued in 

decline over the past 20 years. Beginning with a 5 year average rate of 

8.7, the average rate bottomed in a mid-term low of 5.2 then began the 

current upward trend in the most recent 5 year span, averaging 5.7

accidents per 100,000 flight hours. 

 All of the accidents occurred supporting fire suppression activities, 

including four helicopter longline missions, 2 SEAT’s, and one fixedwing reconnaissance aircraft. Five of the 7 accidents in FY 2007 

occurred within an 18-day period of high pace operations. 

 The current fatality rate is 1.16, which is below the 10-year average of 

2.17. 

 The Forest Service had 620 SAFECOM reports; as a leading indicator 

of hazards this is 14% below the average of 714 reports. 

 
4

Aviation Safety Accomplishments 

Accomplishments achieved in aviation safety in FY 2007 include the following: 

Safety Initiatives:

• Coordinated Interagency Aviation Safety Alerts with AMD (3) 

• FS Safety Alerts (1) 

• Coordinated Interagency Technical Bulletins (3) 

• Initiated Interagency Lessons Learned Bulletins (4) 

• Completed Monthly Safecom summaries (3) 

• Airwards (1) 

• Coordinated investigation teams on 7 accidents and 4 incidents with 

potential 

• Continued to promote System Safety and Risk Assessment program with 

DOI agencies and AMD. 

• Revised Single Engine Airtanker (SEAT) Risk Assessment 

• Recommended an increase in maintenance safety standards in the SEAT 

contracts. 

• Initiated Enterprise Team for Aviation Accident Investigators 

• Revised flight following procedures in National Mobilization Guide 

• Promoted USFS Aircraft Accident Database to DOI for Interagency 

database along with moving the database into SHIPS 

• Investigate Cal Fire OV-10 accident and testify as expert witness 

• Assisted R-10 with Aviation Safety and Communications review on the 

Chugach NF 

• Initiated Aviation Program Risk Assessments for PNW Research Station 

on Forest Inventory Analysis (FIA) and backcountry strips. 

• Completed program risk assessments on Large Airtankers, Aerial 

Supervision, Helicopters (rappel, IA, external load, etc) 

• Scheduled program risk assessments for Infrared, Rope Assisted 

Deployment and Forest Health Protection for 2008. 

 

Forest Service FY 2007 Program Risk Assessments 

Program # of High Outcome Hazards Action Plan 

Airtanker 15 * Yes 

SEAT 43 * Yes 

Helicopter 47 * Yes 

Rappel 48 * Yes 

External Load 42 * Yes 

Aerial Supervision 67 * Yes 

Back-Country Draft N/A 

RMRS 7 Yes 
5

Policy/Procedure Recommendations

• Assisted in fire policy rewrite implementing Doctrine 

• Began aviation policy rewrite implementing Doctrine 

• Provided ARB Action Items to get incorporated into Pilot Inspector Guides 

• Participated in developing SEAT performance data 

• Assisted with contract modifications to include safety criteria. 

• Provided ARB action items to get incorporated into training programs and 

aviation contracts. 

Training Programs: 

• Filled Aviation Training Specialist position 

• Conducted Air Safety Investigator (ASI) course providing ICAP certificates 

for the 18 students that attended 

• Coordinated Aviation Safety Management Certificate Program through 

UC Davis 

• Funded and coordinated scholarship program (System Safety Leadership 

for Aviation Management) SSLAM for the UC Davis Aviation Certificate 

Program. 

• Coordinated/funded project with DOI for Interagency Aviation Training 

(IAT) program 

o On-line computer based training/ contracted course development 

o ACE classroom training held at 2 locations 

o Contracted for professional IAT curriculum development. 

o Interagency Aviation Training (IAT) provided 74 “A courses” 

including 25 online courses with the remainder being classroom 

instruction of basic safety courses to over 4,000 FS employees to 

date. 

• Coordinated/Funded project with BLM for helicopter pilot training, the 

training will be a prerequisite for Interagency Fire Pilot Carding. 

• Coordinated USFS ACE instructor assignments. 

• Developed and presented Controlled Flight into Terrain (CFIT) course for 

NAFA and SSLAM 

• Presented A-200/300 at Helicopter Crewmember, Helicopter Manager and 

Helibase Manager Courses (5) 

• Conducted eight A-221 Advanced Trainer Competency IAT Trainer 

courses qualifying 57 Instructors 

• Conducted two A-220 Train the Trainer courses qualifying 13 Instructors 

• The Forest Service is sponsoring an FAA Safety Management System 

course in March and coordinated DOI attendance for 40 students. This is 

a first time effort within the federal agencies. 

• 3,257 IAT coures were taken at ACE’s or locally and 8,789 IAT courses 

were completed on-line by Forest Service employees. 
6

Statistical Summary

The USFS flew 85,593 hours in FY 2007, which is slightly above the 10-year 

average. The accident rate for FY 2007 is 8.17, which is above the 10-year 

average of 5.64. We experienced 7 accidents and 3 “Incidents with Potential” 

(IWP). Unfortunately, we did not make it through the year without any fatalities. 

We had one fatality, which is lower than the 10-year average, and much less 

than the 6 we experienced in 2006, but still one too many. 

 

The Forest Service utilizes aircraft mainly for fire suppression. The primary

mission of USDA Forest Service Aviation is to support the ground firefighter 

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

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

9 Air tactical command and control 

9 Firefighter transport 

9 Surveillance, reconnaissance, and intelligence gathering 

9 Infrared mapping 

9 Aerial delivery of fire retardant and water 

Aircraft are also used for a wide variety of other missions, including 

administration, research, forest rehabilitation, forest health, law enforcement, 

aerial photography, and infrared surveillance. 

Approximately 160 employees at the Washington Office and Regional levels 

administer the Forest Service aviation program. The national staff is located in 

Washington D.C. and at the National Aviation Safety 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 Forest Service annually operates approximately 800 aircraft. These include 

government owned, cooperators, chartered, leased, and contractor operated 

aircraft. The Forest Service owns approximately 250 aircraft and operates 26 

aircraft (23 fixed-wing and 3 helicopters.) Over 200 Forest Service owned 

aircraft are operated by numerous states under the Federal Excess Personal 

Property (FEPP) program, these aircraft are not included in these statistics or 

mishap data. Approximately 500 helicopters and fixed wing aircraft of various 

makes and models are chartered, leased or contracted annually. The aircraft are 

inspected and “carded” for government use by interagency inspectors, and are 

flown and maintained by the contractors. 
7

USFS Aircraft Accident Rates 1987 to 2007 

FY 2007 Accident Statistics 

Aircraft Type Hours 

Number of 

Accidents 

Accident 

Rate 

Number 

of Fatal 

Accidents 

Fatal 

Accident 

 Rate 

Number of 

Fatalities 

Fatality 

Rate 

Fixed-Wing 29,631 1 3.37 0 0 0 0 

Helicopter 41,571 4 9.62 1 2.4 1 2.4 

Large Airtanker (LGAT) 5,641 0 0 0 0 0 0 

*Single Engine Airtanker 

(SEAT) 628 2 318.47 

0 

0 0 

0 

USFS Owned & Operated 

(USFS O&O) 8,122 0 0 

0 

0 0 

0 

Total 85,593 7 8.17 1 1.16 1 1.16 

The actual hours flown in FY 2007 are slightly above the ten-year average of 

83,229. 

*SEAT – flight hours for SEAT aircraft on USFS lands were obtained from the 

DOI, Aviation Management Directorate 

9.15

7.36

6.11

11.67

8.42

1.74

9.2

1.58

4.69

11.91

3.12

8

4.96

4.46

8.17

10.510.62

5.39

4.31

6.97

3.58

0

2

4

6

8

10

12

14

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

accident rate

Accident Rate Linear (Accident Rate)
8

83,261 85,593

0

20,000

40,000

60,000

80,000

100,000

Average Actual

Average vs Actual Hours Flown for FY 2007

FY 2007 Flight Hour Percentages 

34.6%

48.6%

6.6% 9.5%

0.7%

Fixed-Wing Helicopter LGAT

USFS O&O SEAT

0

2

4

6

8

10

Number of Accidents Number of Fatalities Accident Rate

Average vs Actual for FY 2007

Average Actual
9

10-Year Accident Statistics 

Comparison of Averages FY 1998-2007 

10 Year Average Actual Comparison 

Hours flown 83,261 85,593 + 2,332 

Number of Accidents 4.7 7 + 2.3 

Number of Fatalities 2.7 1 - 1.7 

Accident Rate 5.64 8.17 + 2.53 

10-Year Flight Hour Statistics 

Flight Hours: 

Fiscal Year Fixed Wing Helicopter LGAT SEAT USFS O&O Total 

2007 29,631 41,571 5,641 628 8,122 85,593

2006 34,564 39,735 6,659 1,792 6,898 89,648

2005 22,521 28,362 3,682 674 5,185 60,424

2004 22,713 29,885 1,535 1,006 7,333 62,472

2003 32,704 50,662 5,082 765 7,607 96,055

2002 33,011 54,427 8,573 451 13,052 109,063

2001 26,580 39,497 7,832 282 11,241 85,150

2000 34,976 53,145 10,616 750 12,749 111,486

1999 21,873 25,174 6,069 284 10,019 63,135

1998 32,416 24,423 3,685 902 9,055 69,579

10-year 

totals 290,989 386,881 59,374 7,534 91,261 832,605

Averages 29,099 38,688 5,937 753 9,126 83,261

10 Year Average of Flight Hour Percentages

1998-2007

34.8%

46.3%

7.1% 10.9%

0.9%

Fixed-Wing Helicopter LGAT USFS O&O SEAT
10

10-Year Accident Rates 

Year 

Total 

Number 

of 

Accidents 

Total 

Accident 

Rate 

Fixed-Wing 

Accident 

Rate 

Helicopter 

Accident 

Rate 

LGAT 

Accident 

Rate 

SEAT 

Accident 

Rate 

USFS O&O 

Accident 

Rate 

2007 7 8.17 3.37 9.62 0.00 318.47 0.00 

2006 4 4.46 2.89 7.55 0.00 0.00 0.00 

2005 3 4.96 4.44 7.05 0.00 0.0 0.00 

2004 5 8.0 8.8 6.69 0.00 99.4 0.00 

2003 3 3.12 3.05 3.94 0.00 0.00 0.00 

2002 13 11.91 3.02 14.69 23.32 0.00 15.32 

2001 4 4.69 3.76 5.06 0.00 354.6 0.00 

2000 4 3.58 2.85 3.76 0.00 0.00 7.84 

1999 1 1.58 0.00 3.97 0.00 0.00 0.00 

1998 3 4.31 3.08 4.09 27.14 0.00 0.00 

10-year 

Average 4.7 5.64 3.43 6.97 5.05 53.09 3.28 

10-Year Fatal Accident and Fatality Rates 

Year Fatal 

Accidents

Fatal Accident 

Rate 

Number of 

Fatalities 

Fatality 

Rate 

2007 1 1.16 1 1.16 

2006 2 2.23 6 6.69 

2005 1 1.65 3 4.96 

2004 2 3.2 4 6.4 

2003 1 1.04 2 2.08 

2002 3 2.75 5 4.58 

2001 0 0.00 0 0.00 

2000 1 0.89 2 1.79 

1999 0 0.00 0 0.00 

1998 2 2.87 4 5.75 

10-year Average 1.3 1.56 2.7 3.24 

Accident Rate = Number of accidents divided by the number of hours flown times 100,000. 

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

times 100,000. 

Fatality Rate = Number of fatalities divided by the number of hours flown times 100,000. 
11

Forest Service Aircraft 

Accident Statistics in 5-Year Increments 

Observations 

The total number of accidents in 5-year increments shows a steady decline, until 

the 2001-2005 period. The total number of fatalities in 5-year increments shows a 

major decline in the 80’s from the 70’s; however, a couple of spikes in the early 

nineties and the 2001-2005 year period. 

67

85

60

45

34 32

26

17

28

11

43.77

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

2001-2005

*2006-20101961-2005 Average

Total Number of Accidents for all aircraft

(5-Year Increments) 

35

30

40

19

15

11

19

8

14

7

21.22

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

2001-2005

*2006-2010

1961-2005 Average

Total Number of Fatalities for all aircraft

(5-Year Increments)
12

USFS Owned & Operated Aircraft 

Forest Service owned aircraft accounted for 4,909 flight hours and the leased 

lead planes flew 3,213 hours. This was 9.5% of the total flight hours, which is 

below the average of 10.9 percent. This is the first year we put the leased 

aircraft in with the owned aircraft for statistics, but we determined it was a better 

fit than in with fixed wing aircraft. There have not been any accidents since FY 

2002 and no fatal accidents for twelve years in USFS aircraft. 

USFS Owned & Operated 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents 

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

2007 8,122 0 0.00 0 0.00 0 0.00 

2006 6,898 0 0.00 0 0.00 0 0.00 

2005 5,185 0 0.00 0 0.00 0 0.00 

2004 7,333 0 0.00 0 0.00 0 0.00 

2003 7,607 0 0.00 0 0.00 0 0.00 

2002 13,052 2 15.32 0 0.00 0 0.00 

2001 11,241 0 0.00 0 0.00 0 0.00 

2000 12,749 1 7.84 0 0.00 0 0.00 

1999 10,019 0 0.00 0 0.00 0 0.00 

1998 9,055 0 0.00 0 0.00 0 0.00 

Total 91,261 3 0 0 

Average 9,126 0.3 3.28 0 0.00 0 0.00 
13

USFS Owned & Operated Aircraft Accident Rates 

USFS Owned & Operated Hours Flown

0

2000

4000

6000

8000

10000

12000

14000

16000

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

Hours Flown Linear (Hours Flown)

10.17

0 0

10.12

8.59

0 0 0 00000

20.81

0 0

7.84

6.94

15.32

0

5

10

15

20

25

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

accident rate

Accident Rate Linear (Accident Rate)
14

Fixed-Wing (Contract) 

Fixed-Wing aircraft accounted for 34.6% of the total hours flown in FY 2007; the 10-

year average is 34.8 percent. There were 29,631 hours flown in FY 2007, which is 

slightly above the 10-year average of 29,099. 

Fixed-Wing 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

2007 29,631 1 3.37 0 0.00 0 0.00 

2006 34,564 1 2.89 0 0.00 0 0.00 

2005 22,521 1 4.44 0 0.00 0 0.00 

2004 22,713 2 8.80 1 4.40 3 13.2 

2003 32,704 1 3.06 0 0.00 0 0.00 

2002 33,011 1 3.03 0 0.00 0 0.00 

2001 26,580 1 3.76 0 0.00 0 0.00 

2000 34,976 1 2.86 1 2.86 2 5.72 

1999 21,873 0 0.00 0 0.00 0 0.00 

1998 32,416 1 3.08 0 0.00 0 0.00 

Total 290,989 10 2 5 

Average 29,099 1.0 3.43 0.2 0.68 0.5 1.71 
15

Fixed-Wing (Contract) Aircraft Accident Rates 

Fixed-Wing Hours Flown

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

Hours Flown Linear (Hours Flown)

2.9

0 000 0

3.76

3.06

8.8

4.44

2.89 3.37

15.13

00

3.08 2.86

2.22

3.03

0

2

4

6

8

10

12

14

16

1989199019911992199319941995199619971998199920002001200220032004200520062007

accident rate

Accident Rate Linear (Accident Rate)
16

Airtankers 

While Airtankers fly the fewest hours for the USFS, they remain a key component 

in our initial attack capabilities. 

Airtanker 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents 

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

2007 6,269 2 31.9 0 0.00 0 0.00 

2006 8,451 0 0.00 0 0.00 0 0.00 

2005 4,356 0 0.00 0 0.00 0 0.00 

2004 2,541 1 39.35 0 0.00 0 0.00 

2003 5,847 0 0.00 0 0.00 0 0.00 

2002 9,024 2 22.16 2 22.16 5 58.32 

2001 8,114 1 12.32 0 0.00 0 0.00 

2000 11,366 0 0.00 0 0.00 0 0.00 

1999 6,353 0 0.00 0 0.00 0 0.00 

1998 4,587 1 21.8 1 21.8 2 54.27 

Total 66,908 7 3 7 

Average 6,691 0.30 10.46 0.30 4.48 0.70 10.46 

Large Airtankers accounted for 

6.6% of the total hours flown in FY 

2007; which is slightly below the 

10-year average of 7.1 percent. 

There have not been any large 

airtanker accidents for 5-years; 

this is the longest span between 

accidents in over 20 years. 

The SEATS only accounted for 0.7% 

of the total flight hours flown in FY 

2007. With the low number of flight 

hours on the SEATS, one accident 

drives the accident rate up to a 

phenomenal figure. 
17

Large Airtanker 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents 

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

2007 5,641 0 0.00 0 0.00 0 0.00 

2006 6,659 0 0.00 0 0.00 0 0.00 

2005 3,682 0 0.00 0 0.00 0 0.00 

2004 1,535 0 0.00 0 0.00 0 0.00 

2003 5,082 0 0.00 0 0.00 0 0.00 

2002 8,573 2 23.33 2 23.33 5 58.32 

2001 7,832 0 0.00 0 0.00 0 0.00 

2000 10,616 0 0.00 0 0.00 0 0.00 

1999 6,069 0 0.00 0 0.00 0 0.00 

1998 3,685 1 27.14 1 27.14 2 54.27 

Total 59,374 3 3 7 

Average 5,937 0.30 5.05 0.30 5.05 0.70 11.78 

Single Engine Airtanker 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents 

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

2007 628 2 318.47 0 0.00 0 0.00 

2006 1,792 0 0.0 0 0.00 0 0.00 

2005 674 0 0.0 0 0.00 0 0.00 

2004 1,006 1 99.4 0 0.00 0 0.00 

2003 765 0 0.0 0 0.00 0 0.00 

2002 451 0 0.0 0 0.00 0 0.00 

2001 282 1 354.6 0 0.00 0 0.00 

2000 750 0 0.0 0 0.00 0 0.00 

1999 284 0 0.0 0 0.00 0 0.00 

1998 902 0 0.0 0 0.00 0 0.00 

Total 7,534 4 0 0 

Average 753 0.4 53.09 0 0.0 0 0.0 
18

Airtankers Hours Flown past 10-years

0

2000

4000

6000

8000

10000

12000

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

LGAT SEAT ALL AT's Linear (LGAT) Linear (SEAT)

Large Airtankers Hours Flown past 20-years

0

2000

4000

6000

8000

10000

12000

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

LGAT Linear (LGAT)
19

 Airtanker Accident Rates 10-years 

21.8 12.32 22.16

39.35

27.14 0 0

000

23.33

000 00000

354.6

0 0

99.4

0 0

318.47

00

31.9

0

0

50

100

150

200

250

300

350

400

19981999

200020012002200320042005

2006

2007

accident rate

All AT's LGAT SEAT Linear (All AT's)

18.74

22.49

0

19.43

51.36

9.9

24.07

0 0

27.14

000

23.33

00000

-10

0

10

20

30

40

50

60

19891990199119921993199419951996199719981999

20002001

2002

2003

2004200520062007

accident rate

LGAT Linear (LGAT)
20

Helicopters 

Helicopters accounted for 48.6% of the flight hours in FY 2007, which is above the 10-

year average of 46.3 percent. There were four helicopter accidents and unfortunately one 

fatal accident. 

Helicopter 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents

Fatal 

Accident 

Rate 

Fatalities Fatality Rate

2007 41,571 4 9.62 1 2.40 1 2.40 

2006 39,735 3 7.55 2 5.03 6 15.01 

2005 28,362 2 7.05 1 3.52 3 10.57 

2004 29,885 2 6.69 1 3.34 1 3.34 

2003 50,662 2 3.95 1 1.97 2 3.95 

2002 54,427 8 14.70 1 1.84 1 1.84 

2001 39,497 2 5.06 0 0.00 0 0.00 

2000 53,145 2 3.76 0 0.00 0 0.00 

1999 25,174 1 3.97 0 0.00 0 0.00 

1998 24,423 1 4.09 1 4.09 2 8.19 

Total 386,881 27 8 16 

Average 36,161 2.7 6.97 0.8 2.06 1.6 4.13 
21

 Helicopter Accident Rates 

0

10000

20000

30000

40000

50000

60000

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

Helicopters Hours Flown 

Hours Flown

19.42

14.3

8.32

0

11.02

24.55

3.97

5.06

3.95

6.69 7.05 7.55

9.62

7.68

18.31

4.09 3.76

14.23 14.7

0

5

10

15

20

25

30

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

accident rate

Accident Rate Linear (Accident Rate)
22

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. 

There were a total of 1,115 SAFECOM’s submitted to the Interagency 

SAFECOM internet database. These include Forest Service, all DOI bureaus, 

States, Military and other. There were 620 Forest Service, 412 DOI, 77 State and 

6 Military/Other/Unknown SAFECOM’s. 

The following charts trend the Forest Service SAFECOM data submitted to the 

Interagency SAFECOM Internet database at http://www.safecom.gov/. The 

average number of Forest Service SAFECOM’s submitted is 687 per year. In FY 

2006 the number of Forest Service SAFECOM’s submitted, 754 was above the 

10 year average of 687 

The most reported SAFECOM’s were engine, electrical, chip light, 

communications, policy deviation, precautionary landing and dropped load. In an 

analysis of the past five years these continue to be the most reported, with the 

exception of the number of precautionary landings reported this year 

Yearly Forest Service SAFECOM Totals 

YEAR Number of SAFECOM’s 

2007 620 

2006 754 

2005 516 

2004 494 

2003 887 

2002 962 

2001 773 

2000 949 

1999 640 

1998 546 

Total 7,141 

10 YR Average 714 
23

FY 2007 SAFECOM’s by Aircraft Type 

SAFECOM’s by Aircraft Type for 10 Years 

0

100

200

300

400

500

600

Fixed-Wing Helicopter Airtanker USFS Owned N/A SEAT

2007 2006 2005 2004 2003 2002 2001 2000 1999 1998

 Aircraft Type Number 

 Fixed Wing 88 

 Helicopter 389 

 Airtanker 67 

 N/A 16 

 SEAT 20 

 USFS Owned/Operated 40 

 Total 620 
24

Forest Service SAFECOM’s by Category 

The numbers of SAFECOM’s by category will be more than the total number of 

SAFECOM’s reported as each SAFECOM can have more than one category 

assigned to it. 

2007 Percent of SafeCom's by Category

8.6%

0.9%

19.7%

24.4%

45.6%

0.3% 0.5%

Accident Airspace

Hazard Mishap Prevention

Incident Maintenance

Management

10-Year Average Percent of SafeCom's by

Category

10.2%

0.3%

17.3%

27.9%

44.0%

0.1%0.2%
25

Forest Service Airspace 

SAFECOM’s by sub-category 

10-Year Average Percent of Airspace SafeCom's

4.6%

7.9%

2.4%

57.5%

9.2%

1.2% 17.2%

2007 Percent of Airspace SafeCom's

7.4% 5.9%

4.4%

50.0%

11.8%

1.5% 19.1%

Conflict Congestion Intrusion

Near Mid-Air Other Procedures

Route Deviation
26

Forest Service Hazard 

SAFECOM’s by sub-category 

Below are the top 7 Hazards reported in the last 10-years. Communications were broke 

out into multiple categories in 2003; the most reported were lack or miscommunication, 

ground radios and equipment, and written communications. Preflight Action was a new 

category added in 2004. 

0

10

20

30

40

50

60

70

80

Communications

Flight Equipment

Flight Following

Ground Equipment

Pilot Action

Policy Deviation

Preflight action

2007 2006 2005 2004 2003 2002 2001 2000 1999 1998
27

Forest Service Incident 

SAFECOM’s by sub-category

Below are the top 7 Incident SAFECOM’s reported in the last 10-years. Dropped Loads 

were the highest number of SAFECOM’s reported in this category until the last few 

years. The numbers of precautionary landings have been the most reported the past few 

years 

0

10

20

30

40

50

60

Aircraft Damage

Dragged Load

Dropped Load

Forced Landing

Ground Damage

Injury

Precautionary Landing

2007 2006 2005 2004 2003 2002 2001 2000 1999 1998
28

Below are the top 10 Maintenance SAFECOM’s reported in the last 10-years. Engine 

maintenance discrepancies were the most reported. In 2004 we added a sub-category 

under engine to capture more severe engine events (failures & shutdowns) which 

included 7 last year, 7 in 2006, 5 in 2005 and 1 in 2004. Mission Equipment was a new 

category also, last year there were 21, there were 22 in 2006, 7 in 2005 and 3 in 2004. 

0

20

40

60

80

100

120

140

Airframe

Avionics

Caution Light

Chip Light

Electrical

Engine

Fuel

Hydraulic

Landing Gear

Oil

2007 2006 2005 2004 2003 2002 2001 2000 1999 1998

Forest Service FY 2006 Maintenance 

SAFECOM’s by sub-category 
29

 Forest Service Mishap Prevention 

This was a new category added in 2004 to attempt to capture the good things that 

individuals are doing for mishap prevention. It has not been very successful, so we need 

to do a better job in promoting positive, non punitive reporting. 

0

1

2

3

4

5

6

7

8

2007 2006 2005 2004

Forest Service Management 

SAFECOM’s by sub-category Management was a new category added in 2004 as well with the intent of capturing 

management issues internal to the agency and external. 

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

External Internal

2007 2006 2005 2004
30

FY 2007 SAFECOM’s by Region 

FY 2007 SAFECOM’s by Aircraft Type and Region 

Region FixedWing Helicopter Airtanker SEAT USFS 

Owned 

N/A Total 

Region 1 22 52 10 8 22 6 120 

Region 2 1 14 3 0 2 1 21 

Region 3 5 29 9 2 0 0 45 

Region 4 21 78 17 2 6 2 126 

Region 5 10 83 10 3 5 1 112 

Region 6 15 71 8 5 4 5 108 

Region 8 7 52 9 0 0 0 68 

Region 9 1 4 2 0 0 0 7 

Region 10 6 7 0 0 0 0 13 

Total 88 390 68 20 39 15 620 

Percent of Safecoms by Region

R-3

7%

R-4

21%

R-5

18%

R-8

11%

R-10

2%

R-9

1%

R-6

17%

R-2

3%

R-1

20%
31

FY 2007 SAFECOM’s by Category and Region 

Region Accident Airspace Hazard Incident Maint. Mgmnt Mishap 

Prevention 

Total 

1 0 16 37 23 59 1 1 138 

2 0 0 6 5 10 0 0 21 

3 0 2 8 10 32 0 0 52 

4 2 17 29 33 67 1 3 152 

5 2 13 34 31 49 0 1 130 

6 0 5 24 30 61 0 2 122 

8 0 11 11 19 28 0 0 69 

9 0 0 1 1 6 0 0 8 

10 0 0 5 4 4 0 0 13 

Total 4 64 155 156 316 2 7 705 

The numbers of SAFECOM’s by category are more than the total number of 

SAFECOM’s reported as each SAFECOM can have more than one category 

assigned to it. 
32

Accident Summary 

Accidents 

Date Region/Forest Aircraft Type Tail # Incident 

10/1/2006 R-5 Los Padres NF Sikorsky 64E N189AC Day 

7/7/2007 R-6 Malheur NF Dromander M-18 N92043 

T-464 

Egley Complex 

7/14/2007 R-4 Payette NF Cessna 206 N9374Z ABC Fires 

7/16/2007 R-1 Lewis & Clark NF Bell UH1H N667HP Ahorn 

7/23/2007 R-5 Klamath NF Bell 205A1 N205BR Elk Complex 

7/25/2007 R-4 Payette NF Bell 214ST N724HT Loon 

9/17/2007 R-5 San Bernardino NF AirTractor 802 N91357 

T-492 

Butler 2 

Incidents with Potential 

Date Region/Forest Aircraft Type Tail # Incident 

 6/3/2007 R-5, San Bernardino NF AirTractor 802 T-493 Shooting 

 7/29/2007 R-1, Helena NF AirTractor 502A T-423 Meriwether 

8/18/2007 R-1, Bitterroot NF Sikorsky 70A N137BH Rombo 

The following are the NTSB Reports. Some of the reports are preliminary information, 

subject to change, and may contain errors. Any errors in these reports will be corrected 

when the final reports are completed. 
33

NTSB Identification: LAX07TA001. 

R-5. Los Padres NF 

Aircraft: Erickson S64E, registration: N189AC 

Injuries: 2 Minor. 

On October 1, 2006, at 1100 Pacific daylight time, the snorkel of an Erickson S64E, 

N189AC, snagged on a dip tank and the helicopter rolled onto the ground during fire 

suppression activities about 7 nautical miles north-northeast of Ojai, California. The 

United States Department of Agriculture (USDA)/United States Forest Service (USFS) 

was operating the helicopter as a public-use firefighting flight mission under the 

provisions of 14 Code of Federal Regulations Part 91. Erickson Air-Crane, Inc., was the 

registered owner of the helicopter and employed the flight crew. The commercial 

certificated pilot-in-command (PIC) and second-in-command (SIC), sustained minor 

injuries; the helicopter sustained substantial damage. Visual meteorological conditions 

prevailed, and a USFS flight plan had been filed. The flight crew was in contact with 

USFS local air traffic coordination personnel. The helicopter departed from the 

Lockwood helibase for a retardant dropping mission at 1000. 

Based on interviews with the flight crew and on-scene examinations, the USFS reported 

that the helicopter drafted approximately 200 gallons of remaining retardant from a tank. 

The PIC then repositioned the helicopter to a second tank that was holding fresh water. 

While maneuvering the helicopter into the second tank, the snorkel became lodged on a 

metal 3.5-inch by 3.25-inch tank support ring and the lifting eye attached to the ring. As 

the snorkel became lodged, the nose of the helicopter pitched down and the PIC pulled aft 

cyclic and additional collective. The nose of the helicopter responded in a left bank, nosehigh attitude. The tail stinger contacted the ground and the helicopter spun to the left. 

Two of the tail rotor blades were severed approximately 12 inches from the root end. The 

helicopter continued spinning to the left and the tail rotor head contacted the retardant 

tank. The helicopter came to rest on its right side. 

The dip tank exterior was encircled by two support rings, which went around the top 

perimeter of the tank. The support rings had 90-degree lips. Two lifting eyes, spaced 180 

degrees apart, were welded to these support rings. The snorkel installation was through 

supplemental type certificate. The snorkel tip contained a screen to prevent foreign object 

ingestion. This screen had a 90-degree upper lip. Scrape marks were evident on the upper 

ring of the tank moving toward one of the lifting eyes. Investigators also noted damage to 

the snorkel tip and area of the lifting eye on the tank. 

The PIC reported that the approach to the retardant tank was normal and the crew was on 

their fifth or sixth drop. The mission was to unload the retardant tank. The helicopter 

drafted 200 gallons of retardant and he elected to pick up out of the retardant tank in 

order to take on some fresh water. He moved from the retardant tank to the fresh water 

tank and noted that the helicopter was low. He added power to bring the snorkel up into 

the water tank and it caught on the side of the tank. The PIC believed that he had felt it 

come loose. He brought in power and the nose of the helicopter pitched down. At that 

time, the PIC stated that he, "...lost the tail..." and the helicopter began to spin. He called 
34

for throttles off and he lowered the collective, unloaded the system, and transitioned the 

helicopter to the ground. When the helicopter contacted the ground, the right gear leg 

broke. The PIC stated that it was not gusty and there were no visibility restrictions. 

The SIC (who was qualified to serve as PIC in the accident helicopter) stated that there 

were two tanks at the dip site; one tank contained water and one tank contained retardant. 

On the last load, they were able to take on 200 gallons of retardant. They maneuvered to 

the water tank in order to add water to the retardant. They hover taxied to the water tank 

and when they arrived over the tank, the SIC felt a tug or jolt which he assumed to be the 

snorkel contacting the tank. He could not see the snorkel head at that time. Immediately 

following the tug, the nose pitched down and to the left. He came onto the controls with 

the PIC and believes that they both applied aft cyclic. The SIC indicated that he thought 

that power should have been reduced; however, when the PIC and SIC were pulling aft 

on the cyclic, he felt the PIC increase the collective. Then, the nose pitched up 

excessively and the SIC thought that the tail may impact the ground because of the low 

altitude of the helicopter. The right gear then contacted the ground and the main rotor 

blades impacted the ground as the helicopter rolled to the right. Furthermore, the SIC 

indicated that he had a previous occurrence involving a caught snorkel on a tank. In that 

occurrence, he reduced the power and moved away from the tank. The SIC did not recall 

the helicopter spinning or feel that there were any malfunctions with the tail rotor. The 

SIC had been working in external load operations for the past 10 years. 

Review of the PIC's flight times as entered on the USFS FS 5700-20a application differed 

from those entered on Federal Aviation Administration (FAA) form OMB No. 2120-

0021, Airman Certificate and/or Rating Application. On the FAA form for a type rating 

in the accident helicopter make/model dated October 24, 2005, the pilot reported 1,010.3 

hours total helicopter time; 832.5 hours SIC time; and 177.8 hours PIC time. 

Comparisons of the pilot's logbook with the times submitted on the FAA form showed a 

total time of 1,010.3 hours. 

On the pilot's USFS application dated October 14, 2006, he reported the following: 1,620 

hours helicopter PIC; 200 hours PIC in make/model and series; and 700 hours PIC in 

helicopters over 12,500 pounds gross weight. A review of the PIC's logbook from the 

date of the FAA application, showed a cumulative time of 301.7 hours helicopter PIC. 

On September 14, 2006, the PIC's total PIC flight time listed for helicopters and fixedwing aircraft was listed as 1,534.4 hours as indicated in his personal flight logbook. 

The PIC was interviewed via telephone by the National Transportation Safety Board 

investigator about the flight time differences between his USFS application, the FAA 

application, and personal flight time logbook. He indicated that when he completed the 

USFS form he was in the field and told to quickly complete the form. He said that he 

must have misunderstood what the form was asking regarding PIC times. The PIC 

indicated that his flight log showed his correct flight times. He further stated that he was 

familiar with the USFS requirements of 1,500 hours PIC time but he believed the 
35

required time could be a combination of helicopter and fixed-wing time. The pilot stated 

that he had flown similar operations as SIC for 5 to 6 years. 

Per the USFS contract, both the PIC and SIC would be long line (vertical reference) 

qualified. Neither of the pilots was currently carded for long line operations. In addition, 

USFS PIC time contract requirements include 1,500 hours PIC. 

According to a USFS regional aviation safety manager, normal procedures following a 

caught snorkel are to slowly maneuver the helicopter until the snag becomes free. At the 

time of the accident, there were no widely distributed USFS published procedures on 

pilot actions following a snagged snorkel condition. 

The National Transportation Safety Board determines the probable cause(s) of this 

accident as follows: The pilot-in-command's improper remedial action, which resulted in 

a loss of helicopter control. Contributing factors were the retardant tank and snorkel 

designs. 
36

NTSB Identification: LAX07TA208 

R-6, Malheur NF 

Aircraft: WSK PZL Mielec M-18A, registration: N92043 

Injuries: 1 Minor. 

On July 7, 2007, about 1916 Pacific daylight time, a Msk Pzl Mielec, M 18A (a.k.a. 

"Dromader"), N92043, experienced a total loss of engine power while maneuvering about 

20 miles northwest of Burns, Oregon. The airplane was substantially damaged during the 

pilot's forced landing in a rough, vegetation-covered, open field. During the accident 

flight, the single engine air tanker (SEAT) was under the operational control of the U.S. 

Department of the Interior (DOI). Visual meteorological conditions prevailed at the time 

of the public-use fire suppression flight, and a company flight plan had been filed. The 

airline transport pilot sustained minor injuries. The DOI operated the airplane under a 

"call-when-needed" contract with New Frontier Aviation, Fort Benton, Montana. The 

purpose of the flight was for the pilot to disperse 500 gallons of fire retardant chemical on 

the Egley Complex Fire in the Malheur National Forest, near Burns. The airplane was 

operated with a restricted category Federal Aviation Administration (FAA) airworthiness 

certificate under the provisions of 14 CFR Part 91. The flight originated from Burns 

about 1903. 

According to the pilot, the engine stopped operating while he was overflying the intended 

retardant drop zone at 1,500 feet above ground level. The pilot attempted to restart the 

engine, but he was not successful. Thereafter, he dumped the retardant load, made a 

distress radio call, and forced landed. The airplane came to rest in an upright attitude. 
37

NTSB Identification: SEA07TA203 

R-4, Payette NF 

Aircraft: Cessna TU206G, registration: N9374Z 

Injuries: 2 Uninjured. 

On July 14, 2007, at approximately 0915 mountain daylight time, a Cessna TU206G, 

N9374Z, was substantially damaged during a forced landing attempt on Horse Mountain, 

near New Meadows, Idaho. The commercial pilot and his passenger were not injured. 

The airplane was being operated under contract to the United States Department of 

Agriculture, Forest Service (USFS) by Wilderness Aircraft II LLC of McCall, Idaho, as a 

public use flight. The purpose of the flight was to conduct airborne fire reconnaissance. 

Visual meteorological conditions prevailed. A company flight plan had been filed; the 

flight had originated from McCall, Idaho, at 0813. 

The pilot said that the airplane's engine began losing oil pressure and RPM. He 

performed a forced landing, but encountered rough/uneven terrain during the landing roll. 

The aircraft's nose gear collapsed bending the bulkhead keels, nose wheel bracket, and 

the right wing tip rib. 

The National Transportation Safety Board determines the probable cause(s) of this 

accident as follows: The loss of engine power due to the loss of engine oil pressure 

following the oil pump's drive shaft failure for an undetermined reason. Contributing 

factors were the lack of suitable terrain for a forced landing and the rough/uneven terrain. 
38

NTSB Identification: SEA07TA202

R-1, Lewis & Clark NF 

Aircraft: Bell UH-1H, registration: N667HP 

Injuries: 1 Minor. 

On July 16, 2007, at 0910 mountain daylight time, a Bell UH-1H helicopter, N667HP, 

sustained substantial damage when it impacted terrain following a loss of control while 

departing a remote landing zone near Benchmark, Montana. The commercial pilot, the 

sole occupant, sustained minor injuries. The helicopter was registered to Leading Edge 

Aviation LLC of Clarkston, Washington, and under the operational control of the United 

States Forest Service (USFS). Visual meteorological conditions prevailed and a company 

flight plan was filed for the local public use flight. The purpose of the flight was to carry 

an external load in support of fighting the Ahorn fire on the Bob Marshal Wilderness 

Area within the Lewis and Clark National Forest. 

According to information provided by USFS personnel, the pilot flew the helicopter from 

the Benchmark Helibase departing with a visibility of 5 miles under moderate smoky 

conditions. While en route to the landing zone, the visibility deteriorated and the pilot 

reported difficulty seeing the landing zone. The pilot successfully landed at the landing 

zone without incident and set down a load of supplies. The ground crew then attached a 

load of firefighting equipment that was to be returned to the Helibase. As the pilot 

transitioned to forward flight to depart from the landing zone, the visibility dropped, and 

he reportedly lost all visual reference. The helicopter settled into trees and impacted the 

ground, coming to rest on its right side. In the area of the landing zone at the time of the 

accident, the visibility was reported to be fluctuating between 1/4 to 1 mile due to smoke. 

The National Transportation Safety Board determines the probable cause(s) of this 

accident as follows: Dense smoke/haze which restricted the pilot's visibility and the 

pilot's failure to maintain aircraft control during the emergency descent resulting in 

impact with terrain. 
39

NTSB Identification: LAX07TA227

R-5, Klamath NF 

Aircraft: Bell 205 A1++, registration: N205BR 

Injuries: 1 Fatal. 

On July 23, 2007, about 1100 Pacific daylight time, a Bell 205 A1++, N205BR, impacted 

trees during a long line mission in support of the Norcoss Incident about 1/4 mile 

southeast of the Happy Camp Airport (36S), Happy Camp, California. The United States 

Forest Service (USFS) operated the helicopter under the provisions of 14 CFR Part 133 

as a long line operation to drop off water blivets for ground crews in the area. The 

helicopter was destroyed after impacting the heavily forested area, and a post-impact fire 

consumed the cabin area. The certificated airline transport (ATP) helicopter pilot, the sole 

occupant, was fatally injured. Visual meteorological conditions prevailed for the local 

public-use firefighting flight, and a USFS flight plan had been activated. 

Several firefighters from the Happy Camp Type II hand crew witnessed the arrival of the 

helicopter and the subsequent accident sequence. They reported that as the blivets were 

set down on the forest floor, the helicopter drifted to the right and the main rotor blades 

contacted a tree. The long line along with the blivets remained attached to the helicopter 

as it made a turn to the left, stopped momentarily, and then flew downhill. The 

firefighters reported that there were no abnormal engine sounds emanating from the 

engine during the event. 

According to USFS investigators, the helicopter was outfitted with a 150-foot-long long 

line; the tree that the helicopter struck was about 165 feet tall. The main rotor struck the 

top 15 feet of the tree. There were no obvious mechanical malfunctions noted with the 

engine. The investigation is on going, with a planned reconstruction of the airframe and 

examination of the engine following recovery of the helicopter. 
40

NTSB Identification: SEA07TA214

R-4, Payette NF 

Aircraft: Bell 214ST, registration: N724HT 

Injuries: 1 Serious, 1 Minor. 

On July 25, 2007, at 1947 mountain daylight time, a Bell 214ST helicopter, N724HT, 

sustained substantial damage when it impacted terrain following a loss of control while 

conducting long-line operations in a remote area 22 miles northeast of McCall, Idaho. 

The airline transport pilot (ATP) sustained serious injuries and the passenger/crew chief, 

sustained minor injuries. The helicopter was registered to US Leaseco, Inc of Baltimore, 

Maryland, and under the operational control of the United States Forest Service (USFS). 

Visual meteorological conditions prevailed and a flight plan was filed for the local public 

use flight. The purpose of the flight was to conduct external load operations in support of 

the Loon fire. 

In a written statement provided by USFS personnel, the pilot was making an approach to 

a lake in order to fill a 900-gallon Bambi bucket attached to a 150-foot long-line. As the 

approach continued, and just prior to the bucket entering the water, the pilot reported that 

"he was encountering the onset of settling with power." The pilot lowered the collective 

and initiated a 180-degree turn. During the turn, the bucket entered the water and the 150-

foot long-line "pulled the helicopter" on "the right side of the aircraft" while the pilot was 

maneuvering about 20-40 feet above the water. Subsequently, the helicopter collided with 

terrain in a marshy area adjacent to the shoreline resulting in substantial damage. 

The operator reported the estimated density altitude at the time of the accident was 

10,221 feet. 

Examination of the helicopter revealed no mechanical anomalies with the engine or 

airframe. 
41

NTSB Identification: LAX07TA277

San Bernardino NF 

Aircraft: Air Tractor AT-802A, registration: N91357 

Injuries: 1 Uninjured. 

On September 17, 2007, about 1310 Pacific daylight time, an Air Tractor AT-802A, 

N91357, collided with terrain during a forced landing following a loss of engine power 

near Big Bear City, California. The USDA Forest Service operated the airplane under the 

provisions of 14 CFR Part 91 as a public-use aerial application flight. The airplane 

sustained substantial damage. The commercial pilot, the sole occupant, was not injured. 

Visual meteorological conditions prevailed for the firefighting mission, and a company 

VFR flight plan had been filed. 

According to the pilot, he had just reloaded the airplane with fire retardant, taken off, and 

was on his way to the drop zone when he observed the engine chip indicator light had 

illuminated. He released the load, and made a forced landing in an open field. During the 

landing rollout, the airplane impacted a berm. When it came down again, it slid sideways, 

and the landing gear separated. 

Recovery personnel reported metal debris in the exhaust stack. 
42

Incidents With Potential 

 6/3/2007 Air Tractor 802, San Bernardino NF

3⁄4 Crossing ridgeline on retardant drop at 5-7 feet AGL

 7/29/2007 Air Tractor 502A, Helena NF

3⁄4 Cargo door came off in flight and stuck between the rudder and cable.

 8/19/2007 Sikorsky 70A, Bitterroot NF

3⁄4 Wire Strike