U.S. Forest Service 

FY 2008 

Aviation Safety Summary 
2 

Table of Contents 

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. 

This report is available on-line at: http://www.fs.fed.us/fire/av_safety/

fy_safety_reports/index.html

Executive Summary 3 

Aviation Safety Accomplishments 5 

Statistical Summary 7 

USFS Owned/Operated Statistics 14 

Fixed-Wing Statistics 16 

Airtanker Statistics 18 

Helicopter Statistics 20 

 

SAFECOM Summary 23 

Mishap Summary 33 
3 

Executive Summary

In FY 2008 the U.S. Forest Service experienced a below average mishap rate, but a 

significant higher number of fatalities. This follows a five year trend that indicates increasing risk associated with higher consequences. 

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. 

Risk Management Program Objective: 

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 Forest Service incorporates Safety Management Systems (SMS) in it’s aviation program. 

Safety Management Systems achieve high standards of efficiency and effectiveness 

within the four primary components which include: 

• Policy is management commitment, responsibility and accountability for the program and the appointment of key safety personnel. Forest Service manuals are 

being revised using principle centered management for guidance of aviation operations. 

• Risk Management identifies hazards and applies risk assessment and mitigation 

processes. 

• Assurance is the process of monitoring controls that also includes aviation accident prevention, review and analysis of historical data, accident investigation, error 

analysis, and corrective action plans. 

• Promotion includes training for pilots, crews, managers, support personnel and 

end-users. Other communications, awards and lessons learned help to maintain 

safety awareness. 

Interagency Cooperation to Reduce Aviation Mishaps 

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 fire suppression operation of Airtankers, SEATS, Aerial Supervision, and Helicopters and 

for FS aviation operations in Infra-Red Surveillance, Forest Health Protection and 

the Rocky Mountain Research Station. 
4 

Mishap Trends:

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 and data entry is in progress. 

• All three of the Forest Service accidents in 2008 occurred supporting fire suppression activities, including two helicopter passenger transport missions and 

one fixed-wing reconnaissance mission. 

• There were three Incidents With Potential (IWP) all of which were also supporting 

fire suppression activities (2 helicopter, 1 fixed-wing) 

• There were a total of 127 incidents reported in the SAFECOM system for 2008. 

• The current accident rate of 4.07 is below the average of 5.72; however, over the 

past ten years the trend line is on a slight increase (pg 8) 

• The current fatality rate is 12.22, which is well above the 10-year average of 3.89. 

• Forest Service fleet aircraft have not had an accident in 6 years. There have not 

been any fatalities in fleet operations for 13 years. 

• Fixed wing contract operations have generally remained the same for the past 

ten years with an average of one accident a year. 

• Helicopters accounted for 48% of the flight hours in 2008 and 66% of the accidents. 

• Helicopters account for 47% of the flight hours over the past 10 years and account for 60% of all the accidents. 

• The FS had 594 SAFECOM reports; as a leading indicator of hazards this is 17% 

below the average of 719 reports. 

• The number of helicopter dropped (29) and dragged (21) loads reported accounted for 54% of the incident reports in 2008 compared to 42% in 2007. 

Executive Summary 
5 

Accomplishments achieved in aviation safety in FY 2008 include the following: 

Safety Initiatives:

• Coordinated nine Interagency Aviation Safety Alerts with AMD 

• Produced one FS Safety Alert 

• Coordinated 2 Interagency Technical Bulletins with AMD 

• Coordinated 3 Interagency Aviation Lessons Learned with AMD 

• Produced 4 Monthly SAFECOM Summaries 

• Coordinated 2 Interagency Airward Newsletters with AMD 

• Chartered SAFECOM Working Group 

• Coordinated investigation teams on 3 Forest Service accidents, 1 state accident and 

 4 incidents with potential 

• Promoted Safety Management Systems (SMS) with BLM and AMD 

• Finalized Enterprise Team for Aviation Accident Investigations and utilized the 

 team to investigate 4 accidents and 3 incidents with potential. 

• Completed program risk assessments for Infrared operations, Forest Health Pro- 

 tection, Rope Assisted Deployment System (RADS), and Emergency Human 

 Extraction Longline (EHELL). 

• Reviewed & revised program risk assessments on Single Engine Airtankers 

 (SEATs), Aerial Supervision, and Helicopters (rappel, IA, external load, etc) 

Policy/Procedure Recommendations

• Assisted in fire policy rewrite implementing Doctrine 

• Continued aviation policy rewrite implementing Doctrine 

• Assisted with contract modifications to include safety criteria. 

• Assisted with contract evaluation to assess safety criteria. 

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

 contracts. 

Training

• 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. 

• The FS sponsored an FAA Safety Management Systems (SMS) course and coordinated interagency attendance for 40 students. This was a first time effort within the 

federal agencies. 

• Sponsored 27 scholarships each for six System Safety Leadership and Aviation 

 Management (SSLAM) modules through UC Davis. 

Aviation Safety Accomplishments 
6 

Aviation Safety Accomplishments 

Training continued

• To date 31 Forest Service personnel have completed the SSLAM Certificate Program. Students have the option of enrolling in all six courses in a single year or 

completing the program over a period of five years. 

• Interagency Aviation Training (IAT): Forest Service employees completed 9,717 

 on-line courses, 1,908 classroom courses and 1,689 courses at an ACE conference for a total of 13,314 courses. 

• Developed A-314 Aviation Program Overview for FS Agency Administrators to 

present an overview of policy, safety and accident prevention programs, training 

and qualification requirements, supervisor liability, procurement, and aviation organizations as the topics relate to Line Officers. 

• Coordinated/funded project with DOI for Interagency Aviation Training (IAT) program, including on-line computer based training and contracted course development. 

• Two Aviation Conference & Education (ACE) training sessions held in Boise. 

• Interagency Aviation Training (IAT) provided 74 “A courses” including 25 online 

courses with the remainder being classroom instruction of basic safety courses to 

over 7,800 FS employees to date. 

• Coordinated USFS ACE instructor assignments. 

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

and SSLAM 

• Presented A-200 Aviation Mishap Review at 4 Helicopter Crewmember, Helicopter Manager and Helibase Manager Courses 

• Conducted eight IAT instructor classes qualifying 28 new FS Instructors. 
7 

Statistical Summary 

The USFS flew 73,627 hours in FY 2008, which is slightly below the 10-year average 

of 82,064. The accident rate for FY 2008 is 4.07, which is below the 10-year average 

of 5.72. We experienced 3 accidents and 4 “Incidents with Potential” (IWP). Unfortunately, we did not make it through the year without any fatalities. One accident 

claimed the lives of 7 firefighters, the pilot and a pilot inspector. The co-pilot and 3 firefighters suffered serious injuries; this was one of the most tragic accidents in Forest 

Service history. 

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

Forest Service Aviation is to support the natural resource programs through a variety of 

means, including, but not limited to: 

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

• Air tactical command and control 

• Surveillance, reconnaissance, and intelligence gathering 

• Infrared mapping 

• Aerial delivery of fire retardant and water 

• Passenger transport 

• Administrative flights 

• Research 

• Forest rehabilitation 

• Forest health 

• Law enforcement 

• Aerial photography 

• Infrared surveillance 

Approximately 180 employees at the Washington Office, Regional Offices and Forest 

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

Washington D.C. and at the National Interagency Fire Center in Boise, Idaho. The 

vast majority of aviation personnel are located at nine regional operations centers 

around the United States, providing day-to-day operational oversight and program 

guidance. 

The Forest Service annually operates approximately 650 aircraft. These include government owned, cooperators, chartered, leased, and contractor operated aircraft. The 

Forest Service owns 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. 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. 
8 

USFS Aircraft Accident Rates 1999 to 2008

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

Aviation Management Directorate 

Statistical Summary 

1.58

11.91

3.12

4.96

4.46

8.17

4.69

3.58

4.07

8

0

2

4

6

8

10

12

14

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

accident rate

Accident Rate Linear (Accident Rate)

FY 2008 Accident Statistics

Aircraft Type Hours Number of 

Accidents

Accident 

Rate

Number of 

Fatalities

Fatality 

Rate

Fixed-Wing 23,600 1 4.23 0 0 

Helicopter 35,512 2 5.63 9 25.34 

Large Airtanker 

(LGAT) 5,010 0 0 0 0 

*Single Engine Airtanker 

 (SEAT) 1,318 0 0 0 0 

USFS Owned & Operated 

(USFS O&O) 8,187 0 0 0 

0 

Total 73,627 3 4.07 9 12.22 

USFS Aircraft Accident Rates 1999-2008

The actual hours flown in FY 2008 are below the 10-year average of 83,665. 

*SEAT—FS flight hours were obtained from DOI—Aviation Management Directorate 
9 

Statistical Summary 

FY 2008 Flight Hour Percentages 

32.1%

48.2%

6.8% 11.1%

1.8%

Fixed-Wing Helicopter LGAT USFS O&O SEAT

10 Year Average of Flight Hour Percentages

1999-2008

34.6%

46.2%

7.1% 11.1%

1.0%

Fixed-Wing Helicopter LGAT USFS O&O SEAT
10 

Statistical Summary 

Comparison of Average vs 2008 

 10 Year Average 2008 Comparison 

 Hours flown 83,665 73,627 -10,038 

 Number of Accidents 4.7 3 -1.7 

 Number of Fatalities 3.2 9 +5.8 

 Accident Rate 5.61 4.07 -1.54 

 Fatality Rate 3.82 12.22 +8.4 

83,665

73,627

0

20,000

40,000

60,000

80,000

100,000

Average Actual

Average vs Actual Hours Flown for FY 2008

12.22

3.82

9

3.2 4.07

5.61

3

4.7

0

2

4

6

8

10

12

14

Number of Accidents Accident Rate Number of Fatalities Fatality Rate

Average vs Actual for FY 2008

Average Actual
11 

Statistical Summary 

10-Year Flight Hour Statistics

Fiscal 

Year

Fixed 

Wing Helicopter LGAT SEAT

USFS 

O&O Total

2008 23,600 35,512 5,010 1,318 8,187 73,627

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

10-year 

totals 282,173 397,970 60,699 7,950 90,393 836,653

Averages 28,217 39,797 6,070 795 9,039 83,665

10-Year Accident Rates 

Year # of 

Accidents

Total All 

Aircraft

FixedWing Helicopter LGAT SEAT USFS 

O&O

2008 3 4.07 4.23 5.63 0.00 0.00 0.00

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

10-year 

Average 4.7 5.61 3.54 7.03 3.29 50.31 3.31
12 

Statistical Summary 

10-Year Fatal Accident and Fatality Rates

Year Fatal 

Accidents

Fatal 

Accident Rate

Number of 

Fatalities

Fatality 

Rate

2008 1 1.35 9 12.22 

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 

10-year 

Average 1.2 1.43 3.2 3.82 
13 

Statistical Summary 

67

85

60

45

34 32

26

17

28

14

42.5

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

1961-2008 Average

Total Number of Accidents for all aircraft

(5-Year Increments) 

35

30

40

19

15

11

19

8

14 16

21.56

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

1961-2008 Average

Total Number of Fatalities for all aircraft

(5-Year Increments)

Forest Service Aircraft 

Accident Statistics in 5-Year Increments 

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, since 2001 the number of fatalities has begun to rise. 
14 

USFS Owned & Operated Aircraft 

Forest Service owned aircraft accounted for 5,374 flight hours and the leased lead 

planes flew 2,813 hours. This includes 23 fixed-wing and 3 rotor-wing aircraft. This 

was 11.1% of the total flight hours, which is slightly above the average of 10.8 percent. 

There have not been any accidents since FY 2002 and no fatal accidents for thirteen 

years in USFS owned aircraft. 

USFS Owned & Operated 10-Year Statistics

Fiscal 

Year

Hours 

Flown

AccidentsAccident 

Rate

Fatal 

Accidents

Fatal 

Accident 

Rate

Fatalities Fatality 

Rate

2008 8,187 0 0.00 0 0.00 0 0.00 

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 

Total 90,393 3 0 0 

Average 9,039 0.3 3.31 0 0.00 0 0.00 
15 

USFS Owned & Operated Aircraft 

USFS Owned & Operated Hours Flown

0

2000

4000

6000

8000

10000

12000

14000

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

Hours Flown Log. (Hours Flown)

0

15.32

0 0 000

7.84

0 0

0

2

4

6

8

10

12

14

16

18

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

accident rate

Accident Rate Log. (Accident Rate)

USFS Owned & Operated Accident Rates 
16 

Fixed-Wing Aircraft (contract) 

Fixed-Wing contract aircraft accounted for 32.1% of the total hours flown in FY 2008; 

the 10-year average is 33.6 percent. There were 23,600 hours flown in FY 2008, which 

is well below the 10-year average of 28,217. There was one fixed-wing accident in 

2008 

Fixed-Wing 10-Year Statistics

Fiscal 

Year

Hours 

Flown Accidents Accident Rate

Fatal 

Accidents

Fatal 

Accident 

Rate

Fatalities Fatality 

Rate

2008 23,600 1 4.23 0 0.00 0 0.00 

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 

Total 282,173 10 2 5 

Average 28,217 1.0 3.54 0.2 0.7 0.5 1.77 
17 

1 Fixed-Wing Aircraft (contract) 

Fixed-Wing Hours Flown

0

5000

10000

15000

20000

25000

30000

35000

40000

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

Hours Flown Log. (Hours Flown)

2.9

3.76

4.44

2.89

4.23

8.8

3.03 2.86

0

3.37 3.06

0

1

2

3

4

5

6

7

8

9

10

19891999200020012002

20032004

200520062007

2008

accident rate

Accident Rate Log. (Accident Rate)

Fixed-Wing Accident Rates 
18 

Airtankers (contract) 

Large Airtankers accounted for 6.8% of the total hours flown in FY 2008; which is 

slightly below the 10-year average of 7.2 percent. While there were not any accidents 

under the operational 

control of the Forest 

Service, there was one 

fatal accident with one 

of our contract aircraft 

under state operational 

control. There were no 

SEAT accidents under 

Forest Service operational control. 

All Airtanker 10-Year Statistics

Fiscal 

Year

Hours 

Flown Accidents Accident Rate

Fatal 

Accidents

Fatal 

Accident 

Rate

Fatalities Fatality 

Rate

2008 6,328 0 0.0 0 0.00 0 0.00 

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 

Total 68,649 6 2 5 

Average 6,865 0.6 8.74 0.2 2.91 0.5 7.28 
19 

Airtankers (contract) 

Large Airtanker 10-Year Statistics

Fiscal Year Hours 

Flown Accidents Accident Rate

Fatal 

Accidents

Fatal 

Accident 

Rate

Fatalities Fatality 

Rate

2008 5,010 0 0.00 0 0.00 0 0.00 

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 

Total 60,699 2 2 5 

Average 6,070 0.2 3.29 0.2 3.29 0.5 8.23 

Single Engine Airtanker 10-Year Statistics

Fiscal Year Hours 

Flown Accidents Accident Rate

Fatal 

Accidents

Fatal 

Accident 

Rate

Fatalities Fatality 

Rate

2008 1,318 0 0.00 0 0.00 0 0.00 

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 

Total 7,950 4 0 0 

Average 795 0.4 50.31 0 0.0 0 0.0 
20 

Airtankers (contract) 

Airtanker Hours Flown

0

2000

4000

6000

8000

10000

12000

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

LGAT SEAT ALL AT's Log. (LGAT) Log. (SEAT)

0

22.16

0 00

31.9

000

23.33

0 0 000000

354.6

0 0

99.4

0 0

318.47

0

12.32 0 0

39.35

0

50

100

150

200

250

300

350

400

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

accident rate

All AT's LGAT SEAT Log. (All AT's)

Airtanker Accident Rates 
21 

Helicopters (contract) 

Helicopters accounted for 48.2% of the flight hours in FY 2008, which is above the 10-

year average of 47.4%. There were 2 helicopter accidents, one with 9 fatalities and 4 

serious injuries, which was one of the worst accidents in the history of the Forest Service. The other accident had a much better outcome with no injuries. 

Helicopter 10-Year Statistics

Fiscal 

Year

Hours 

Flown Accidents Accident Rate

Fatal 

Accidents

Fatal 

Accident 

Rate

Fatalities Fatality 

Rate

2008 35,512 2 5.63 1 2.81 9 25.34 

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 

Total 397,970 28 8 23 

Average 39,797 2.8 7.03 0.8 2.01 2.3 5.77 
22 

Helicopters (contract) 

3.97

14.7

3.95

7.05 7.55

9.62

5.06

3.76

5.63

6.69

0

2

4

6

8

10

12

14

16

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

accident rate

Accident Rate Log. (Accident Rate)

Helicopters Hours Flown 

0

10000

20000

30000

40000

50000

60000

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

Hours Flown Log. (Hours Flown)

Helicopter Accident Rates 
23 

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 959 SAFECOM’s submitted to the Interagency SAFECOM internet database. These include Forest Service, all DOI bureaus, States, Military and 

other. There were 594 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/. In FY 2008 there 

were 594 Forest Service SAFECOM’s submitted, which is below the 10-year average 

of 719 

The most reported SAFECOM’s in FY 2008 were engine (68), communications (60), 

electrical (54), precautionary landing (33), chip light, (30), mission equipment (30), 

dropped load (29), dragged load (21) and intrusion (21). In an analysis of the past five 

years these have been the most reported, with the exception of the number of precautionary landings and mission equipment reported this year. 

Yearly Forest Service SAFECOM Totals Yearly Forest Service SAFECOM Totals

YEAR Number of SAFECOM’s 

2008 594 

2007 620 

2006 753 

2005 516 

2004 494 

2003 887 

2002 962 

2001 773 

2000 949 

1999 640 

Total 7,188 

10 YR Average 719 
24 

SAFECOM Summary 

SAFECOM’s by Aircraft Type 

 Aircraft Type Number 

 Fixed Wing 91 

 Helicopter 395 

 Airtanker 58 

 N/A 11 

 SEAT 12 

 USFS Owned/Operated 27 

 Total 594 

SAFECOM’s by Aircraft Type for 10 Years 

0

100

200

300

400

500

600

Fixed-Wing Helicopter Airtanker USFS Owned SEAT

2008 2007 2006 2005 2004 2003 2002 2001 2000 1999
25 

SAFECOM Summary 

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 may have more than one category assigned to it. 

2008 Percent of SafeCom's by Category

7.6%

1.9%

18.9%

20.7%

49.6%

1.0% 0.3%

Accident Airspace

Hazard Mishap Prevention

Incident Maintenance

Management

10.0%

0.4%

17.3%

0.3% 0.3%

44.5%

27.2%

10-Year Average Percent of SafeCom's by Category 
26 

SAFECOM Summary 

Airspace SAFECOM’s by sub-category 

2008 Percent of Airspace SafeCom's

19.2%

1.9%

1.9%

40.4%

13.5% 23.1%

Conflict Congestion Intrusion

Near Mid-Air Other Procedures

10-Year Average Percent of Airspace SafeCom's

4.5%

8.5%

2.2%

57.4%

8.8%

1.2% 17.4%

While the number of intrusion and near mid-air events reported this year decreased from 

the 10-year average, the number of conflict, congestion and procedures reported were 

above the average. Poor communications in complex airspace contributed to many of the 

airspace issues reported. 
27 

SAFECOM Summary 

Hazard SAFECOM’s by sub-category 

Communication issues are the most reported hazard, accounting for almost half of the 

Hazard SAFECOM’s. Verbal communications including wrong or incomplete instructions/directions reported were considerable. Frequency management and congestion 

also continues to be a frequent issue plaguing our air resources. Below are charts indicating the top 5 Hazard SAFECOM’s reported and the total number of Hazard SAFECOM’s reported for the last 10-years. 

139

193

245

144 137

235

275

248

283

189

0

50

100

150

200

250

300

2008 2007 2006 2005 2004 2003 2002 2001 2000 1999

60

8

17 19

11

0

10

20

30

40

50

60

Communications Flight Following Pilot Action Policy Deviation Preflight Action

2008 Top 5 Hazards reported 

 Total number of Hazards reported by year 
28 

SAFECOM Summary 

Incident SAFECOM’s by sub-category 

Dropped Loads were the highest number of SAFECOM’s reported in this category until 

the last four years where the number of precautionary landings became the most reported. Below are the top 5 Incident SAFECOM’s reported in 2008 and the total number of Incident SAFECOM’s reported for the last 10-years. 

10

21

29

5

33

0

5

10

15

20

25

30

35

Aircraft Damage Dragged Load Dropped Load Ground Damage Precautionary

Landing

127

156

125

95 95

161 155

111

202

104

0

50

100

150

200

250

2008 2007 2006 2005 2004 2003 2002 2001 2000 1999

2008 Top 5 Incidents reported 

 Total number of Incidents reported by year 
29 

SAFECOM Summary 

Maintenance SAFECOM’s by sub-category 

Engine maintenance discrepancies continue to be the most reported. In 2004 we added 

a sub-category under engine to capture more severe engine events (failures & shutdowns) which included five last year. Mission Equipment was a new category as well and 

was one of the top 5 maintenance discrepancies reported. Below are the top 5 Maintenance SAFECOM’s reported in 2008 and the total number of maintenance SAFECOM’s 

reported for the last 10-years. 

30

54

73

20

30

0

10

20

30

40

50

60

70

80

Chip Light Electrical Engine Instrument Mission Equipment

334

360

453

264

220

479

419

299

337

258

0

50

100

150

200

250

300

350

400

450

500

2008 2007 2006 2005 2004 2003 2002 2001 2000 1999

2008 Top 5 Maintenance deficiencies reported 

 Total number of Maintenance deficiencies reported by year 
30 

SAFECOM Summary 

0

2

4

6

8

10

12

14

2008 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 internally and externally. 

0

1

2

3

4

5

External Internal

2008 2007 2006 2005 2004

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. This category is slowly catching on; however, it is apparent that we need to do a much better job in promoting the use of 

SAFECOM’s in a positive manner. 
31 

SAFECOM Summary 

FY 2008 SAFECOM’s by Region 

Percent of Safecoms by Region

R-3

13%

R-4

7%

R-5

40%

R-8

9%

R-10

3%

R-9

0%

R-6

19%

R-2

5%

R-1

4%

FY 2008 SAFECOM’s by Aircraft Type and Region

Region FixedWing Helicopter Airtanker SEAT USFS 

Owned 

N/A Total 

Region 1 0 20 1 0 2 0 23 

Region 2 10 17 0 0 2 0 29 

Region 3 13 35 22 3 1 1 75 

Region 4 10 24 4 1 2 0 41 

Region 5 28 171 23 3 8 4 237 

Region 6 19 71 5 5 14 1 115 

Region 8 3 44 3 0 1 1 52 

Region 9 0 1 0 0 1 0 2 

Region 10 7 6 0 0 1 4 18 

NEA 1 0 0 0 0 0 1 

WO 0 0 1 0 0 0 1 

Total 91 389 59 12 32 11 594 
32 

SAFECOM Summary 

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. 

SAFECOM’s by Region 

SAFECOM’s by Category and Region 

Region Accident Airspace Hazard Incident Maint

. 

Mgmnt Mishap 

Prevention 

Total 

1 1 3 11 7 8 1 2 33 

2 0 3 7 5 17 0 0 32 

3 0 4 14 20 45 1 2 86 

4 0 6 11 15 13 0 1 46 

5 1 29 49 46 143 2 5 275 

6 1 2 28 24 76 1 2 134 

8 0 3 11 8 26 2 0 50 

9 0 0 1 0 1 0 0 2 

10 0 0 7 2 4 4 1 18 

NEA 0 1 0 0 0 0 0 1 

WO 0 0 0 0 1 0 0 1 

Total 3 51 139 127 334 11 13 678 
33 

Mishap Summary 

Date Region/Forest Aircraft Type Tail # Mission 

6/30/2008 R-6, Deschutes NF Cessna 182RG N7XZ Reconnaissance 

8/5/2008 R-6, Shasta-Trinity NF Sikorsky S-61 N612A

Z 

Passenger Transport 

8/18/2008 R-1, Idaho Panhandle 

NF 

Hughes 369 N622PB Passenger Transport 

Date Region/Forest Aircraft Type Tail # Mission 

9/1/2008 CAL FIRE Lockheed P2V N4235T Retardant Drop 

USFS Accidents 

NON-USFS Accidents 

The following are the NTSB Reports for the accidents. All of the reports are the preliminary reports which are subject to change, and may contain errors. Any errors in these 

reports will be corrected on the NTSB web-site when the final reports are completed. 

Links are provided to the NTSB reports where updated information may be posted after 

the completion of this report. 
34 

Mishap Summary 

NTSB Identification: SEA08LA156

Aircraft: Cessna TR182, registration: N7XZ 

Injuries: 1 Serious, 1 Minor. 

R-6, Deschutes NF 

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

in this report will be corrected when the final report has been completed. 

On June 30, 2008, at 1720 Pacific daylight time, a Cessna TR182, N7XZ, 

was substantially damaged during a 

forced landing near Bend, Oregon. The 

airplane was registered to and operated by Spirit Flight Inc. doing business 

as Wings of the Cascades, Redmond, 

Oregon, under contract with the United 

States Forest Service. The local fire 

reconnaissance flight was operated 

under the provisions of Title 14 Code of Federal Regulations (CFR) Part 135 with a 

company flight plan filed. Visual meteorological conditions prevailed. The airline transport pilot sustained serious injuries and the sole passenger sustained minor injuries. 

The flight departed from the Roberts Field Airport (RDM), Redmond, Oregon about 

1530. 

The pilot reported that as she initiated a 

descent from 7,500 feet mean sea level, 

she felt a significant vibration that wasn't 

normal and diverted towards Bend. As the 

vibration continued to become strong, she 

noticed the propeller RPM was "in the red" 

and that the oil temperature was rising 

steadily. Subsequently, oil began streaking 

across the windscreen, and the pilot initiated a forced landing to a nearby field. During the landing roll, the airplane struck a 

barbwire fence and came to rest on a two-lane highway. 

Examination of the airplane by local law enforcement revealed that the right wing was 

buckled throughout and the engine firewall was bent. Oil was observed on the windscreen of the airplane. The airplane was recovered to a secure location for further examination. 
35 

Mishap Summary 

NTSB Identification: LAX08PA259

Aircraft: Sikorsky S-61N, registration: N612AZ 

Injuries: 9 Fatal, 4 Serious. 

R-5, Shasta-Trinity NF 

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

in this report will be corrected when the final report has been completed. 

On August 5, 2008, at 1941 Pacific daylight time, a Sikorsky, S-61N helicopter, 

N612AZ, experienced a loss of power to the main rotor during takeoff initial climb, 

and subsequently impacted trees and terrain near Weaverville, California. Postimpact 

fire destroyed the helicopter. The airline transport pilot and 8 passengers were fatally 

injured, and the commercial copilot and 3 passengers were seriously injured. The 

helicopter was being operated under contract to the United States Forest Service by 

Carson Helicopter Services, Inc., as a publicuse flight. Visual meteorological conditions 

prevailed for the crosscountry flight that was 

originating at the time of 

the accident. A company 

visual flight rules (VFR) 

flight plan had been 

filed. The helicopter was 

departing from Helispot 

44 (H-44, elevation 

5,935 feet) en route to 

Helispot 36 (H-36, elevation 2,516 feet) when 

the accident occurred. 

The helicopter had been assigned to transport approximately 50 wildland firefighter 

helitack crewmembers out of the Trinity Alps Wilderness of the Shasta Trinity National Forest due to forecasted worsening weather conditions. The helicopter had 

completed two trips, and had gone to Trinity Helibase to refuel. After it had refueled, it 

returned to H-44 for its third load of passengers. During departure, the helicopter impacted trees and subsequently terrain, coming to rest on its left side. A postcrash fire 

consumed the aircraft. 
36 

Mishap Summary 

NTSB Identification: SEA08TA188

Aircraft: Hughes 369D, registration: N622PB 

Injuries: 4 Uninjured. 

R-1 Idaho Panhandle NF 

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

in this report will be corrected when the final report has been completed. 

On August 18, 2008, at 1640 Pacific 

daylight time, a Hughes 369D, 

N622PB, collided with terrain near Bonners Ferry, Idaho. The United States 

Forest Service (USFS) was operating 

the helicopter as a public use flight. 

The helicopter sustained substantial 

damage; the commercial pilot and 

three passengers were not injured. Visual meteorological conditions prevailed 

and a visual flight rules (VFR) company 

flight plan and flight following were in 

effect. The pilot departed from Bonners Ferry Ranger Station about 1600. 

According to the USFS safety officer, the 

pilot was picking up firefighters and had 

landed on a pinnacle. After loading the 

helicopter, the pilot began to depart and 

10 to 15 feet above the horizon and approximately 30 to 40 feet above the 

trees, the pilot was having difficulty maintaining altitude in the helicopter. He then 

performed a 180-degree turn back to his 

departure point and the helicopter 

landed. During the landing, the tail rotor 

drive shaft sheared. 

This accident was upgraded from an incident on August 25, after verification of the 

helicopter damage. 
37 

Mishap Summary 

NTSB Identification: SEA08GA194

Aircraft: Lockheed SP-2H, registration: N4235T 

Injuries: 3 Fatal. 

CAL FIRE 

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

in this report will be corrected when the final report has been completed. 

On September 1, 2008, about 1810 Pacific daylight time, N4235T, a Lockheed SP2H airplane, was destroyed after impacting terrain following a loss of power and loss 

of control about 2 miles northwest of the Reno/Stead (4SD) Airport, Reno, Nevada. 

The airplane was registered to Neptune Aviation Services Inc., of Missoula, Montana, 

and operated by the California Department of Forestry and Fire Protection (CAL 

FIRE). The airline transport first pilot, who occupied the left crew seat, the airline 

transport second pilot who occupied the right crew seat, and the flight mechanic who 

occupied the cockpit jumpseat, were killed. Visual meteorological conditions prevailed for the Public Use air drop flight, which was being operated in accordance with 

14 Code of Federal Regulations Part 137, and a company flight plan was filed and 

activated. The flight was originating at the time of the accident. 

An air tanker base employee who witnessed the accident reported observing the airplane taxi to Runway 32 "...and everything appeared normal." The witness reported 

watching the airplane takeoff, and at an elevation estimated to be between 100 to 

300 feet above the ground, he observed the left jet engine emitting flames, followed 

by the left wing being engulfed in flames. The witness further reported that about 2 

seconds later the airplane entered a left wing down attitude before impacting terrain 

and bursting into flames. 
38 

Mishap Summary 

Lockheed SP-2H, registration: N4235T continued. 

The National Transportation Safety Board investigator-in-charge (IIC), accompanied 

by representatives from the Federal Aviation Administration (FAA), the United States 

Department of Forestry, and representatives from Neptune Aviation Services, Inc., responded to the accident site on September 2, 2008. The initial onsite examination revealed that about 500 feet from the departure end of Runway 32, several identifiable 

pieces of the airplane's left jet engine were located. It was also revealed that prior to 

impacting terrain the airplane had collided with a set of powerlines, estimated to be 

about 50 feet high. An initial ground impact scar was observed about 25 feet west of 

the powerlines, followed by the airplane's energy path proceeding in a westerly direction, covering a measured distance of about 755 feet on a magnetic heading of 250 

degrees. The damage assessment also revealed that the airplane had sustained significant fragmentation and thermal damage throughout the debris path. 

USFS Incidents with Potential 

Date Region/Forest Aircraft Type Tail # Mission 

7/3/2008 R-5, Tahoe NF Bell 205 A1++ N58HJ External Load, Longline 

7/5/2008 R-5, Los Padres NF Boeing 234 N245CH Water Drop, Bucket 

8/13/2008 R-5, Mendocino NF AC 500 N900DT Air Attack 

Bell 205 A1++ Rotor Strike, Tahoe NF 

On Thursday July 3rd, an exclusive use Bell 205++ helicopter, N58HJ. departed Blue 

Canyon Airport (helibase) on a long-line cargo mission to provide supplies to wrap a 

remote cabin on the American Fork District of the Tahoe National Forest. 

On final approach the aircraft’s main rotor 

blades contacted an approximately 170’ conifer on the pilot’s 4:00 position. The pilot heard 

the blades contacting the tree and arrested 

the decent 

of the helicopter 

The pilot 

repositioned the aircraft and lowered the load, releasing 

the load once it was in contact with the ground. 

The pilot returned to the helibase and upon shutdown, the pilot and ground crew noticed the damaged rotor blades. 
39 

Mishap Summary 

Boeing 234 Dragged Load, Los Padres NF 

At 1840 the ship returned from 3rd cycle of the day with a damaged bucket. Pilot said 

visibility was poor and he was focused on the drop, and allowed the bucket to hit the 

top of a ridge. This mission was assigned by Air Attack. They indicated that there 

were visibility issues . 

There had not been any visibility issues earlier in the day while dipping out of the Los 

Padres Reservoir, so the pilot assumed that would be the best route for getting to the 

fire. 

On arrival at the operations area, the pilot established visual and radio contact with a 

second helicopter working that fire and proceeded into the area. There was a lot of 

smoke, but the pilot assumed the visibility was workable since the other helicopter 

was in the area. 

He followed the other helicopter down the ridge noting his dip point (which was a 

pond) and then he continued to an ocean dip. 

After the dip, he located the second 

helicopter (again) going up the ridge. He 

followed behind toward his drop at the 

top of the ridge and 

then lined up for the 

drop. As he came up 

on the drop, he 

opened the gate, lowered the collective 

slightly, and commenced the downhill 

run. During the downhill run, the bucket 

contacted the ridge. 

The pilot immediately pulled up. Having damaged the bucket, he reported the incident 

to Air Attack and returned to the helibase. 
40 

Mishap Summary 

Aero Commander 500 Nose Gear Failure, Mendocino NF 

August 13, 2008, the mishap occurred while assigned on an Air Tactical mission for the 

Yolla Bolly Complex on the Mendocino National Forest. The aircraft was based at Redding Municipal Airport in Redding, CA where the nose-gear-up landing occurred. 

Upon take off, the pilot noticed the nose gear did not 

fully retract. There was an 

audible noise from the nose 

wheel area and the red gear 

unsafe light was illuminated. 

The pilot cycled the gear several times to no avail. 

Shortly thereafter, something 

began banging against the 

bottom of the fuselage in the nose wheel area. The pilot was concerned about something dislodging from the aircraft and damaging someone or something on the ground. 

He informed the ATGS to prepare for landing by securing the cockpit area 

The pilot gained approval for landing and performed a “soft field” landing. He kept the 

nose up as long as possible reducing speed and while on roll, closed the mixtures and 

shut off the emergency fuel shut offs. The nose dropped and the aircraft skidded about 

100-150 yards. 

Fortunately, there were no injuries. Damage to the aircraft consisted of damage to the 

nose gear doors, to several stringers and skin under the fuselage. The nose gear centering mechanism consists of a pin that slides into a cam. The centering pin had two 

flat spots on it, but when or how the pin became damaged could not be determined. 

Findings: 1)The pilot displayed outstanding 

airmanship to safely land the aircraft without 

the benefit of nose gear steering after a malfunction. 2) Human Factors were not a factor 

as the cause of this incident, although they 

were in the successful outcome of the event. 

3) Failure of the gear centering mechanism 

caused the gear to retract into a cocked position. Failure can be caused by towing that exceeds turn limitations or a steering valve leak. 

Neither cause could be confirmed. 

Damage to left gear door