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 2006 

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 Aircraft Statistics 13 

Fixed-Wing Statistics 15 

Airtanker Statistics 17 

Helicopter Statistics 19 

SAFECOM Summary 21 

Accident Summary 31 

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

Generally, the end of each fiscal year is greeted with a sigh of relief quickly 

followed by a mental tally of aviation accidents and incidents. The US Forest 

Service, Aviation Risk Management Center monitors aircraft mishaps, 

coordinates investigations that inevitably follow, and tracks corrective actions as 

part of a more comprehensive prevention program. It is not necessarily rocket 

science, but the stakes are high and results at the end of the year translate to 

lives saved. 

In retrospect, 2006 with four accidents was slightly better than the statistical 

“average” year for the number of aircraft accidents. Unfortunately we lost six 

people in two of those accidents, that number being higher than average. In 

either measure we fell short of the zero accident goal 

By themselves, the numbers of accidents and fatalities do not tell the whole 

story. Accident rates are a more useful tool than raw numbers for analyzing 

trends. The standard measure for aviation accident data is the number of 

accidents per 100,000 flight hours per year. In 2006 the number of hours flown 

by all Forest Service (FS) aircraft totaled 89,648 and during that time we incurred 

four accidents. Simple division of the hours into the number 4 gives us 

.0000446, multiplied by 100K gives us the annual accident rate of 4.46. The 

same process is applied to arrive at the rate for fatal accidents, revealing a rate 

of 2.23. 

When comparing these numbers with the 10 year average for the period between 

1997 and 2006 we find that last year’s flight hours are about 9% higher than the 

average of 78,910, the accident rate is lower than the average of 5.56, but the 

fatal accident rate in 2006 is nearly twice the average of 1.64. Do the numbers 

indicate catastrophic failure of the prevention and management of our aviation 

resources, or is there another comparison that puts this into perspective? 

One source of comparison can be found in the AOPA Air Safety Foundation’s 

“2006 Nall Report”. This is the nation’s foremost annual review of general 

aviation (GA) accident statistics. GA comprises the majority of civil aviation 

activity in the United States and the statistics are based upon National 

Transportation Safety Board (NTSB) investigations of accidents which are 

intended to help the media, the public and the aviation community better 

understand the factors involved in aviation mishaps. 

The most current data shows that the GA accident rate continues to decline over 

time while the number of flight hours continues to escalate. The 10 year accident 

rate stands at 7.2 while fatal accidents occur at a rate of 1.4 per 100K hours. 

Another source of comparison is the Federal Aviation Safety Report recently 

released by the General Services administration (GSA). Fourteen Executive 
3

branch agencies report aviation accident data to GSA’s Aviation Mishap 

Information System. In 2006 the numbers look like this; total hours reported 

419,569; total accidents reported 17; accident rate for 2006 is 4.05.and fatal 

accident rate 1.9. 

Comparison between US Aviation Communities (5 year average rates): 

US Air Carrier – Scheduled Airlines 0.61 

US Commuter – Scheduled Airlines 1.57 

US Air taxi – On – Demand 2.25 

US Federal Executive Agencies (Ave) 4.05 

US Dept. Agriculture – Forest Service 5.56 

US General Aviation 6.22 

US Army (all classes aviation) 9.95 

The attractive part of System Safety is that it allows us to measure our successes 

along with failures. I know of no Fortune 500 company that would base their 

business plan solely on their failure rate (which is what accident rates are). By 

evaluating risk management and prevention actions we have added a proactive 

system to measure the performance of our aviation program. In 2007 we are 

identifying metrics that evaluate the numbers of hazards that are mitigated, 

avoided or eliminated. These accomplishments have the potential to reflect 

positive results in lieu of failures. 

The System Safety project is evolving in concert with changing doctrine in the 

Forest Service. This well orchestrated program is conducted on an agency-wide 

basis and has the highest expectations of its leaders. The expectation is nothing 

less than cultural changes from top to bottom with an end result that changes 

behaviors to achieve positive outcomes. By changing risk taking behavior, 

improving leadership and encouraging better decision-making the agency intends 

to achieve greater efficiency and improve the working environment. In short, I 

feel the System Safety process will greatly help us toward achieving the elusive 

zero accident rate, which translates to saving more firefighter/aviator’s lives. 

R.G. “Ron” Hanks 

National Aviation Safety and Training Manager 
4

Aviation Safety Accomplishments 

Accomplishments achieved in aviation safety in FY 2006 include the following: 

Safety Initiatives:

• Began and coordinated Interagency Aviation Safety Alerts (5) 

• FS Safety Alerts (2) 

• FS Technical Alerts (2) 

• Airwards (2 issues) 

• Coordinated investigation teams on 4 accidents and 4 incidents with 

potential 

• Promoted and System Safety program with DOI agencies. 

• Initiated Aviation Program Risk Assessments for helicopter and aerial 

supervision programs. 

• Completed Large Airtanker Risk Assessment and issued 

recommendations to mitigate trends in Controlled Flight Into Terrain 

(CFIT) 

• Completed Aviation Operations Risk Assessment with the Rocky Mountain 

Research Station and recommended mitigations and training 

• Monitored SEAT program and mitigated several identified risks 

Policy/Procedure Recommendations

• Assisted in development of Doctrine 

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

• Participated in developing SEAT performance data 

• Assisted with contract modifications to include ARB action items 

Training Programs:

• Coordinated Aircraft Health 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 

program 

o On-line computer based training/ contracted course development 

o ACE classroom training held at 4 locations 

• Coordinated/Funded project with BLM for helicopter pilot training 

• Contracted for professional curriculum development 

• Coordinated USFS ACE instructor assignments, preparation 
5

Forest Service FY 2006 Program Risk Assessments 

Program # of High Outcome Hazards Action Plan 

Airtanker 24 Yes 

Helicopter 38 N/A 

Aerial Supervision Draft N/A 

SEAT 52 Yes 

Back-Country Draft N/A 

Rappel Draft N/A 

RMRS 7 Yes 
6

Statistical Summary

The USFS flew 89,648 hours in FY 2006, which is 10,601 hours more than the 

10-year average of 79,047. The accident rate for FY 2006 is 4.46, which is 

below the 10-year average of 5.56. We experienced 4 accidents and 6 “Incidents 

with Potential” (IWP). Unfortunately, we did not make it through the year without 

any fatalities. There were six fatalities, two in a CH-54 accident and four in an 

AS-350 accident. The number of fatalities is well above the 10-year average of 

2.8, the last time we had this many fatalities was in 1994. 

 

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 25 aircraft (22 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 2006 

FY 2006 Accident Statistics 

Aircraft Type Hours 

Number of 

Accidents 

Accident 

Rate 

Number of 

Fatal 

Accidents 

Fatal 

Accident 

 Rate 

Number 

of 

Fatalities 

Fatality 

Rate 

Fixed-Wing 34,564 1 2.89 0 0 0 0 

Helicopter 39,735 3 7.55 2 5.03 6 15.1 

Airtanker 6,659 0 0 0 0 0 0 

* SEAT 1,792 0 0 0 0 0 0 

USFS Owned 6,898 0 0 0 0 0 0 

Total 89,648 4 4.46 2 2.23 6 6.69 

The actual hours flown in FY 2006 are above the ten-year average of 79,047. 

Analysis of the data shows an increase (+10,601) in total number of hours flown. 

*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

10.5 10.62

5.39 4.31

6.97

3.58

0

2

4

6

8

10

12

14

1987 1989 1991 1993 1995 1997 1999 2001 2003 2005

accident rate

Accident Rate Linear (Accident Rate)
8

79,047

89,648

0

20,000

40,000

60,000

80,000

100,000

Average Actual

Average vs Actual Hours Flown for FY 2006

FY 2006 Flight Hour Percentages 

38.6%

44.3%

7.4% 7.7%

2.0%

Fixed-Wing Helicopter

Airtanker USFS Owned

SEAT

0

1

2

3

4

5

6

Number of Accidents Number of Fatalities Accident Rate

Average vs Actual for FY 2006

Average Actual
9

10-Year Accident Statistics 

Comparison of Averages FY 1997-2006 

 10 Year Average Actual Comparison 

Hours flown 79,047 89,648 +10,601 

Number of Accidents 4.4 4 -.4 

Number of Fatalities 2.8 6 +4.8 

Accident Rate 5.56 4.46 -1.1 

10-Year Flight Hour Statistics 

Flight Hours: 

Fiscal Year Fixed Wing Helicopter Airtanker SEAT USFS Owned Total 

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

1997 16,753 16,295 2,801 40 7,608 43,457

10-year totals 278,111 361,605 56,534 6,946 90,747 790,469

Averages 27,811 36,161 5,653 695 9,075 79,047

10 Year Average of Flight Hour Percentages

1997-2006

35%

46%

7% 11%

1%

Fixed-Wing Helicopter Airtanker USFS Owned SEAT
10

10-Year Accident Rates 

Year 

Total 

Number of 

Accidents 

Total 

Accident 

Rate 

Fixed-Wing 

Accident 

Rate 

Helicopter 

Accident 

Rate 

Airtanker 

Accident 

Rate 

USFS Owned 

Accident 

Rate 

2006 4 4.46 2.89 7.55 0.00 0.00 

2005 3 4.96 4.44 7.05 0.00 0.00 

2004 5 8.0 8.8 6.69 0.00 0.00 

2003 3 3.12 3.05 3.94 0.00 0.00 

2002 13 11.91 3.02 14.69 23.32 15.32 

2001 4 4.69 3.76 5.06 0.00 0.00 

2000 4 3.58 2.85 3.76 0.00 7.84 

1999 1 1.58 0.00 3.97 0.00 0.00 

1998 3 4.31 3.08 4.09 27.14 0.00 

1997 4 9.20 0.00 24.55 0.00 0.00 

10-year 

Average 4.4 5.56 3.23 7.46 5.3 3.3 

10-Year Fatal Accident and Fatality Rates 

Year Fatal 

Accidents

Fatal Accident 

Rate 

Number of 

Fatalities 

Fatality 

Rate 

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 

1997 1 2.30 2 4.60 

10-year Average 1.3 1.64 2.8 3.54 

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
11

10-Year Departure Data 

Fiscal Year 

Number of 

Departures

Number of 

Accidents Departure Rate 

2006 125,913 4 3.17 

2005 92,195 3 3.25 

2004 97,899 5 5.1 

2003 130,784 3 2.29 

2002 159,453 13 8.15 

2001 132,327 4 3.02 

2000 152,784 4 2.61 

1999 94,072 1 1.06 

1998 90,491 3 3.31 

1997 63,856 4 6.26 

10-year totals 1,139,774 44 

Averages 113,977 4.4 3.86 

Departure Accident Rate is the number of accidents divided by the number of departures 

times 100,000. 

7.86

2.71

4.21

6.26

3.31

1.06

2.61

3.02

8.15

2.29

5.1

3.25 3.17

0

1

2

3

4

5

6

7

8

9

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

accident rate

Departure Accident Rate

3
12

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

4

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

*2006-2010

1961-2005 Average

Total Number of Accidents for all aircraft

(5-Year Increments) 

35

30

40

19

15

11

19

8

14

6

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)
13

USFS Owned & Operated Aircraft 

Forest Service owned aircraft accounted for only 7.7 percent of the total hours 

flown in FY 2006; the 10-year average is 11 percent. There have not been any 

accidents since FY 2002 when we experienced two accidents. There have not 

been any fatal accidents for eleven years. One Forest Service aircraft was 

involved in an IWP while working for the Department of Interior.

USFS Owned 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents 

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

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 

1997 7,608 0 0.00 0 0.00 0 0.00 

Total 90,747 3 0 0 

Average 9,075 0.3 3.3 0 0.00 0 0.00 
14

USFS Owned Aircraft Accident Rates 1989 to 2006 

0

2000

4000

6000

8000

10000

12000

14000

16000

198919901991199219931994199519961997199819992000200120022003200420052006

USFS Owned Hours Flown

Hours Flown

10.17

0 0

10.12

8.59

0 0 0 0000

20.81

0

0

7.84

6.94

15.32

0

5

10

15

20

25

1989 1991 1993 1995 1997 1999 2001 2003 2005

accident rate

Accident Rate Linear (Accident Rate)
15

Fixed-Wing (Contract) 

Fixed-Wing aircraft accounted for 38.6 percent of the total hours flown in FY 2006, the 

10-year average is 35 percent. There were 34,564 hours flown in FY 2006, which is well 

above the 10-year average of 27,811. 

Fixed-Wing 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

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 

1997 16,753 0 0.00 0 0.00 0 0.00 

Total 278,111 9 2 5 

Average 27,811 0.9 3.23 0.2 0.71 0.5 1.79 
16

Fixed-Wing (Contract) Aircraft Accident Rates 

1989-2006 

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

198919901991199219931994199519961997199819992000200120022003200420052006

Fixed-Wing Hours Flown

Hours Flown

2.9

0

15.13

000 0

3.76

3.06

8.8

4.44

2.89

0 0

3.08

2.86

2.22

3.03

0

2

4

6

8

10

12

14

16

1989 1991 1993 1995 1997 1999 2001 2003 2005

accident rate

Accident Rate Linear (Accident Rate)
17

Airtankers 

Airtankers accounted for 7.4 percent of the total hours flown in FY 2006; which is 

slightly above the 10-year average of 7%. There have not been any airtanker 

accidents for the past four years. 

Airtanker 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents 

Fatal 

Accident 

Rate 

Fatalities Fatality 

Rate 

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 1535 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 

1997 2,801 0 0.00 0 0.00 0 0.00 

Total 56,534 3 3 7 

Average 5,653 0.30 5.3 0.30 5.3 0.70 12.38 
18

Airtanker Accident Rates 1989 to 2006 

0

2000

4000

6000

8000

10000

12000

198919901991199219931994199519961997199819992000200120022003200420052006

Airtankers Hours Flown

Hours Flown

18.74 19.43

51.36

24.07

00 0 0 0000

0

22.49 27.14

0

9.9

23.33

-10

0

10

20

30

40

50

60

1989 1991 1993 1995 1997 1999 2001 2003 2005

accident rate

Accident Rate Linear (Accident Rate)
19

Helicopters 

Helicopters accounted for 44.3 percent of the flight hours in FY 2006, which is slightly 

below the 10-year average of 46 percent. We experienced three helicopter accidents, two 

that were fatal. This was the most tragic year in over a decade with the loss of three 

employees and three contract pilots. 

Helicopter 10-Year Statistics 

Fiscal 

Year 

Hours 

Flown Accidents Accident Rate 

Fatal 

Accidents

Fatal 

Accident 

Rates 

Fatalities Fatality Rate

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 

1997 16,295 4 24.55 1 6.14 2 12.27 

Total 361,605 27 8 17 

Average 36,161 2.7 7.46 0.8 2.21 1.7 4.7 
20

Helicopter Accident Rates 1989 to 2006 

0

10000

20000

30000

40000

50000

60000

198919901991199219931994199519961997199819992000200120022003200420052006

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

7.68

18.31

4.09

3.76

14.23

14.7

0

5

10

15

20

25

30

1989 1991 1993 1995 1997 1999 2001 2003 2005

accident rate

Accident Rate Linear (Accident Rate)
21

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 1,293 SAFECOM’s submitted to the Interagency 

SAFECOM internet database of which included about 29 duplicates, leaving a 

total of 1,264. These include Forest Service, all DOI bureaus, States, Military 

and other. There were 754 Forest Service, 364 DOI, 133 State and 7 

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 

2006 754 

2005 516 

2004 494 

2003 887 

2002 962 

2001 773 

2000 949 

1999 640 

1998 546 

1997 366 

Total 6,887 

10 YR Average 687 
22

FY 2006 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

2006 2005 2004 2003 2002 2001 2000 1999 1998 1997

 Aircraft Type Number 

 Fixed Wing 151 

 Helicopter 449 

 Airtanker 84 

 N/A 19 

 SEAT 25 

 USFS Owned 25 

 Total 753 
23

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. 

2006 Percent of SafeCom's by Category

9%

1%

14%

27%

49%

0% 0%

Accident Airspace

Hazard Mishap Prevention

Incident Maintenance

Management

9-Year Average Percent of SafeCom's by

Category

10%

0%

17%

28%

45%

0% 0%
24

Forest Service Airspace 

SAFECOM’s by sub-category 

9 Year Average Percent of Airspace SafeCom's

4%

8%

2%

59%

9%

1% 17%

2006 Percent of Airspace SafeCom's

10%

8% 1%

56%

5% 0%

20%

Conflict Congestion Intrusion

Near Mid-Air Other Procedures

Route Deviation
25

Forest Service Hazard 

SAFECOM’s by sub-category 

Below are the top 7 Hazards reported in the last 9 years. Communications were broke 

out into multiple categories in 2003 and the most reported were Ground Radios and 

Equipment, Frequency Management and Verbal. 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

2006 2005 2004 2003 2002 2001 2000 1999 1998
26

Forest Service Incident 

SAFECOM’s by sub-category

Below are the top 7 Incident SAFECOM’s reported in the last 9 years. Dropped Loads 

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

years. 

0

10

20

30

40

50

60

Aircraft Damage

Dragged Load

Dropped Load

Forced Landing

Ground Damage

Injury

Precautionary Landing

2006 2005 2004 2003 2002 2001 2000 1999 1998
27

Below are the top 10 Maintenance SAFECOM’s reported in the last 9 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, 5 in 2005 and 1 in 2004. 

0

20

40

60

80

100

120

140

Airframe

Avionics

Caution Light

Chip Light

Electrical

Engine

Fuel

Hydraulic

Landing Gear

Oil

2006 2005 2004 2003 2002 2001 2000 1999 1998

Forest Service FY 2006 Maintenance 

SAFECOM’s by sub-category 
28

 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. We need to do a better job of getting the 

word out to report the good things occurring. 

0

1

2

3

4

5

6

7

8

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

2006 2005 2004
29

FY 2006 SAFECOM’s/Flight Hours by Region

Percent of Safecoms by Region

R-3

15%

R-4

R-5 10%

19%

R-8

9%

R-10

3%

R-9

3%

R-6

22%

NEA

0%

R-2

4%

R-1

15%

The chart below shows the number of Forest Service SAFECOM’s by region 

reported in FY 2006. 

2 19 19

69

176

140

76

110

29

113

0

50

100

150

200

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

694

3,415

2,902

6,322

12,8

1

35

5,337

9,677

8,419

2,077

11,748

0

5,000

10,000

15,000

20,000

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

Percent of Flight Hours by Region

R-3

11%

R-4

R-5 13%

21%

R-8

9%

R-10

5%

R-9

4%

R-6

17%

Other

1%

R-2

3%

R-1

16%
30

FY 2006 SAFECOM’s by Category and Region 

Region Accident Airspace Hazard Incident Maint. Mgmnt Mishap 

Prevention 

Total 

1 0 7 44 20 64 0 2 137 

2 0 2 12 5 12 0 0 31 

3 0 9 46 36 78 0 1 170 

4 1 16 19 11 27 0 2 76 

5 0 13 42 17 83 1 2 158 

6 0 23 49 18 134 2 0 226 

8 0 8 15 13 38 0 0 74 

9 0 0 9 0 10 0 1 20 

10 0 1 8 4 7 0 0 20 

NEA 0 0 1 1 0 0 0 2 

Total 1 79 245 125 453 3 8 914 

FY 2006 SAFECOM’s by Aircraft Type and Region 

Region FixedWing Helicopter Airtanker SEAT USFS 

Owned 

N/A Total 

Region 1 28 63 12 1 6 3 113 

Region 2 8 17 3 0 1 0 29 

Region 3 10 57 31 10 1 1 110 

Region 4 9 43 6 4 8 6 76 

Region 5 17 97 19 0 1 6 140 

Region 6 39 118 5 7 4 3 176 

Region 8 17 42 6 2 2 0 69 

Region 9 8 5 2 1 3 0 19 

Region 10 12 7 0 0 0 0 19 

NEA 2 0 0 0 0 0 2 

Total 150 449 84 25 26 19 753 
31 

FY 2006 Forest Service Mishaps 

NTSB regulation 831.13 Flow and dissemination of accident or incident information 

generally states that “Parties to the investigation may relay to their respective 

organizations information necessary for purposes of prevention or remedial action. 

The NTSB has not finalized or determined probable cause for all of the accidents at this 

time. 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 
32

NTSB Identification: SEA06TA152. 

Accident occurred Friday, July 28, 2006 near Lowman, ID 

Aircraft: Cessna TU206G, registration: N5421X 

Injuries: 2 Uninjured. 

Operational Control: Region 4, Boise NF 

 

The aircraft was on a Forest Health Protection (FHP) aerial sketch-mapping mission in the 

Landmark Basin area. The aircraft departed Boise, ID at approximately 0855 MDT with one 

Forest Service employee on board. The aircraft was flight following with the Boise Interagency 

Logistics Center (BILC) utilizing Automated Flight Following (AFF). They decided to land at 

the Deadwood Reservoir Airstrip for lunch. 

The pilot of the aircraft stated that on final approach to the airstrip, approximately 50 fett above 

the runway the aircraft instantly sank. He applied full power, however, in spite of of the full 

power the aircraft continued to sink straight down to the runway. 

The aircraft hit hard enough to bounce about 20 yards and right of the centerline of the airstrip. 

The right wheel went into a ditch, the pilot then applied left full rudder and left brake. The 

wheel came out of the ditch but the tail hit the ditch berm. 
33

After the aircraft came to rest the pilot shut down the aircraft and inspected the aircraft for 

damage. The pilot is a FAA licensed Airframe and Powerplant Mechanic. The pilot discussed 

the extent of the damage to the FS employee and convinced the FS employee that they had no 

significant damage that would hinder flight capabilities. 

The pilot and FS employee got back on board the aircraft and then flew the aircraft to Cascade, 

ID (approx 15 minutes way). The FS employee stated there were no communications available 

from the airstrip. It was later determined that through 2 different repeaters communications were 

available from the landing strip. After landing in Cascade, the FS employee notified the 

Regional Aviation Safety Manager of the mishap. 
34

Damage was limited to the left side tail section below the level of the horizontal stab. Bulkhead 

frames and a few stringers were damaged and bent. The exterior skin in this area was also 

damaged as well as the skin on the underside of the tail cone. 

There was no damage to any flight controls, cables, or wing surfaces. A bracket that holds a 

pulley for one of the elevator cables was deformed but did not displace the alignment of the 

cable travel. 

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

follows: The pilot's loss of aircraft control due to a downdraft on short final followed by an 

uncontrolled descent to a hard landing. 

Damaged tail section

View of damage from inside of aircraft

Damaged portion of bulkhead section

Elevator Bellcrank

Support 

bracket bent 
35

NTSB Identification: LAX06GA254 

Accident occurred Friday, August 04, 2006 near Happy Camp, CA 

Aircraft: Aviation International Rotors CH-54A, registration: N6156U 

Injuries: 2 Fatal. 

Operational Control: Region 5, Klamath NF 

The aircrafts mission was to support fires within the Happy Camp complex with aerial support 

dropping water/foam. On the morning of the accident, the helicopter went through a series of 

maintenance flight tests after having its number one engine replaced the night before. The 

helicopter was returned to service at 1645 by the contractor mechanics and the USFS Aircraft 

Maintenance Inspector. 

The helicopter was then dispatched to the Titus fire where it conducted a number of water drops. 

After 2.2 hours of flight (at 1902), the helicopter returned to the helibase where it was refueled 

with approximately 500 gallons and examined by maintenance personnel. The helicopter 

departed for a second cycle of water drops at 1912, and never returned to the helibase. 
36

Automated Flight Following indicated that the helicopter filled its water tanks at a dip site 

located in the Klamath River near the Independence Bridge. The helicopter conducted one 

uneventful dip and water drop during the second cycle and was in the process of conducting its 

second dip when the accident occurred. 

A witness located near the accident site reported that he observed the helicopter come in and out 

of the same dip site that day filling the helicopter's water tanks. The helicopter was located over 

the dip site when the witness heard a "loud bang." The witness observed the helicopter flying 

over a stone riverbed toward the Independence Bridge. He then noticed a large piece fall off the 

helicopter, which was later identified as the tail rotor gearbox with three of the four tail rotor 

blades attached to the hub.
37

The helicopter pitched nose low at an approximate 45-degree nose down attitude while rotating 

around its vertical axis. The helicopter impacted the opposite side of the river/shoreline. The 

witness immediately called the USFS to report the accident. 

There are four tail rotor blades in the tail rotor assembly. Attached to the tail rotor hub is a 

spindle for each blade. Each blade is identified by a colored-coded attachment collar and 

spindle/sleeve (red, yellow, blue, and black). Examination of the tail rotor system revealed that 

the blade associated with the red collar/spindle was missing and has not been located. The 

spindle was fractured inboard of where the sleeve assembly would attach to the spindle. It was 

noted that the location of the fracture would not normally be visible in an assembled component. 

The fractured spindle was removed from the tail rotor hub and shipped to the National 

Transportation Safety Board Materials Laboratory in Washington, D.C., for further examination. 

Initial review of the maintenance records, flight logs, and USFS daily diaries revealed that the 

helicopter accumulated a total of 6,191.6 hours. 

On December 22, 2005, the tail rotor hub assembly underwent a overhaul, which included the 

fluorescent penetrate inspection of the spindle. The tail rotor hub assembly accumulated about 

323.6 hours following its last overhaul. The spindle was not a life-limited component. 
38

 

The National Transportation Safety Board has not determined probable cause at this time. 
39

Identification: SEA06GA158

Accident occurred Sunday, August 13, 2006 near Yellow Pine, ID 

Aircraft: Eurocopter AS-350-B3, registration: N355EV 

Injuries: 4 Fatal. 

Operational Control: Region 4, Payette NF 

The aircraft was replacing lookout personnel on Williams Peak Lookout, located approximately 

4 nautical miles north, northeast from Krassel helibase. 

The aircraft was destroyed by fire following impact with the East Fork Rd. (FS Rd. 48) about 18 

miles west of Yellow Pine, Idaho. The commercial pilot and three passengers were fatally 

injured. 

The exchange of lookout personnel had occurred, and the helicopter was returning to Krassel 

helibase when the accident occurred. 
40

At the highest point on the mountain, where the initial debris was found (hence, initial-debrispoint, or IDP), there was an uprooted, downed snag (a dead, defoliated conifer). An 

accompanying forester estimated that it had been 90 feet tall. It was broken into several 

segments, and was oriented approximately 220 degrees magnetic. Several bits/scraps of paper, 

some with writing/notes on them, were found within 30 feet of the downed snag. Next down the 

mountain, from approximately 100 to 600 feet below the IDP, were found thirteen cubitainers (5 

gallon plastic containers for potable water), and several cubitainer caps and handles. There were 

two large plastic refuse bags, yellow crepe paper, and a plastic bread sack. The two large plastic 

bags were torn, and eleven of the cubitainers had 3 to 9 inch slashes in them. One cubitainer had 

a chip of blue paint in it, which was consistent with the tail rotor paddle paint. Several green and 

white paint chips, consisting of aircraft primer overlaid with paint, were found in the same 

general area. 

Approximately 550 feet down from the IDP was another large snag with its top broken off in a 

220 degree orientation. Down hill from this was a live conifer with a fresh broken limb. West, 

for approximately 200 feet and down slope for approximately 200 feet, from these two damaged 

trees, was found a tail rotor paddle, which had separated at its cuff. Further down slope, 

approximately 1,450 feet down from the IDP and aligned with the two damaged trees, was found 

the tail rotor gearbox cover which exhibited evidence of tail rotor drive shaft flailing. 

Approximately 80 to 90 feet further down the mountain was the upper WSPS (wire strike 

protection system) guide, and approximately 60 feet below that was the tail-cone with its vertical 

and dorsal fins. Approximately 400 feet (200 foot elevation loss) further down the mountain was 

the main wreckage on the road. On the edge of the road was a tree, approximately 4 inches in 

diameter, whose top had been severed. 

The above aerial photo depicts the debis field. Number 1 is the crash site, number 3 is the first 

impact site (snag), and everything in-between is debris off the helicopter. 
41

The first piece of debris on the road was an external-load viewing mirror, which had been 

mounted under the pilot's feet on the right side of the helicopter. Approximately 25 feet further, 

were the two cargo baskets side-by-side. One basket had burned refuse in it; the second basket 

was crushed flat with one side bent inward, and was empty of cargo. Approximately 15 feet 

further was the severely burned fuselage, which was followed by the main transmission that had 

been consumed by post-impact fire. The Starrflex main rotor head lay in its proper orientation to 

the main transmission; all of its components were present and exhibited fire damage. All three 

main rotor blades remained attached to their respective blade sleeves. One blade, marked the red 

blade, had a deformation on the lower surface in its stainless steel leading edge at approximately 

8 feet from the center of the mast. This distance was consistent with the distance from the center 

of the mast to where the WSPS guide was located. All of the blades exhibited impact damage 

from 20 to 30 inches inboard from their respective tips. All of the main rotor blade tip weights 

were missing. The three star arms were found fractured at 45-degree angles. 

Krassel
42

Immediately beyond the main transmission was the engine. It was found upright and aligned 

approximately 220 degrees magnetic. The turbine blades had separated and were not found at the 

accident site or in the engine's exhaust duct. Immediately beyond that lay the tail boom, which 

was inverted and exhibited little fire damage. Both horizontal stabilizers remained attached to the 

tail boom; the left horizontal stabilizer was minimally damaged, the right horizontal stabilizer 

was crushed upward, and over onto itself and aft. Approximately 22 feet to the right of the tail 

boom was the tail rotor gearbox with one paddle still attached; the attached paddle was fractured 

at its cuff. The aircraft manufacturer's representative said that the tail rotor drive shaft to tail 

rotor gearbox coupling and the tail rotor drive shaft were both torsionally separated in a direction 

consistent with sudden stoppage of the tail rotor. 

During interviews, four Helitack crewmembers, who were assigned to the helicopter, said the 

pilot was very skillful. One crewmember described the pilot as "a perfectionist--in everything 

about his flying--all had to be perfect." They said he did like "showy" flying at times, but would 

always ask the passengers if they were comfortable. He would "buzz" a ridge every now and 

then, and perform a maneuver he called the "sleigh ride." One of the Helitack crew members said 

that a "sleigh ride was where you top a ridge then drop the collective, drop the nose a bit....it was 

a common maneuver for him." 
43

On September 25, 2006, under the supervision of an NTSB investigator, a post accident engine 

examination was accomplished at the manufacturer's facility in Grand Prairie, Texas. Three of 

the five party members attended: The U.S. Forest Service, American Eurocopter, and 

Turbomeca, USA. Externally, the engine exhibited wrinkling on its right side in the vicinity of 

the annular combustion chamber, and the exhaust duct was crushed, wrinkled and bent. The 

engine manufacturer's representative said that the absence of cracks or rips in the mangled 

exhaust duct suggested that it was at operating temperature when it was deformed. Additionally, 

he said there was some "dimpling" of the exhaust duct and at least one exit hole as a result of 

turbine blades leaving the engine. 

The disassembly of the engine, by the engine manufacturer, found the centrifugal compressor 

and its cover exhibited rubbing, rotational scoring and thermal damage signatures indicative of 

rotation at the time of impact. The power turbine's containment shield/ring exhibited no 

deformation or elongation. All of the power turbine blades were sheared from the turbine disc at 

their designed shear points (at the base of each blade); no separated blades were found in the 

engine. The power turbine casing exhibited rubbing and thermal signatures. The engine 

manufacturer said that the loss of the power turbine blades in this manner was indicative of an 

engine over speed event. This will occur, he said, when the engine's load is suddenly interrupted. 

The free turbine nozzle guide vane (found just in front of the power turbine) exhibited 

compression/crushing on its right side and rubbing on its aft side. The single turbine wheel (gas 

turbine) exhibited no mechanical damage, but did exhibit heat damage and discoloration. 
44

The transmission shaft (engine to transmission drive shaft) was found within the wreckage with 

both flex couplings still attached. The aircraft manufacturer's representative said that the 

transmission attachment bolts of the forward flex coupling had separated, and the boltholes 

appeared elongated. The engine attachment bolts of the rear flex coupling had also separated. 

She said that the "rear flex coupling exhibited deformation consistent with the shaft flailing 

while still attached to the engine output." 

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

follows: The pilot's intentional low altitude flight and his failure to maintain an adequate altitude 

to clear the trees. 
45

NTSB Identification: LAX06TA284

Accident occurred Monday, September 04, 2006 near Happy Camp, CA 

Aircraft: Bell 212, registration: N873HL 

Injuries: 1 Uninjured. 

Operational Control: Region 5, Klamath NF 

The helicopter departed Happy Camp airport with an external load of cargo on a long line to be 

delivered to the Titus fire in the Klamath National Forest. Shortly after takeoff (about 30 to 45 

seconds), the pilot smelled something burning. He elected to return to the airport as the smell 

worsened, and then received an engine fire warning light indication and observed smoke. He 

pulled the number 2 fire extinguisher handle and made a rapid descent to the airport. The pilot 

dropped the long line and landed without further incident. He shut down the engines, shutoff the 

fuel valves, and exited the aircraft. The fire had been extinguished and no further action was 

required. 
46

A post-landing examination of the helicopter revealed that a puncture from the inside out existed 

in the hot section of the right engine. The engine compartment, engine deck, firewall, cowling 

attachment point, and other accessories on the right side of the helicopter sustained damage. 
47

The interior of the engine compartment suffered major heat damage affecting the firewall and 

engine compartment deck due to escaping turbine gases. 

The No. 2 (right) engine, a Pratt & Whitney Canada PT-6T-3 (serial number CPPS-61956), 

accumulated approximately 6,838.4 hours of operation and about 984.6 hours since its last 

overhaul. 

Initial engine teardown analysis determined an internal engine component failure. The engine 

manufacturer, FAA and NTSB are doing further analysis and metallurgy tests. 

The National Transportation Safety Board has not determined probable cause at this time.