NTSB Determines Cause Of Arizona EMS Helicopter Mid-Air Collision | Aero-News Network
Aero-News Network
RSS icon RSS feed
podcast icon MP3 podcast
Subscribe Aero-News e-mail Newsletter Subscribe

Airborne Unlimited -- Recent Daily Episodes

Episode Date

Monday

Tuesday

Wednesday

Thursday

Friday

Airborne On ANN

Oshkosh Day One

Oshkosh Day Two

Oshkosh Day Three

Oshkosh Day Four

Oshkosh Day Five

Airborne Hi-Def On YouTube

Oshkosh Day One

Oshkosh Day Two

Oshkosh Day Three

Oshkosh Day Four

Oshkosh Day Five

Tweet Us The Coolest Things You See @OSH16!
#OSH16Coolest!

It's Alive!: AirVenture 2016 Innovation Preview on Vimeo!

It's Alive!: AirVenture 2016 Innovation Preview on YouTube!

Sat, May 09, 2009

NTSB Determines Cause Of Arizona EMS Helicopter Mid-Air Collision

Failure To "See and Avoid" Cited

The NTSB has informed us that the probable cause of a midair collision between two emergency medical service (EMS) helicopters last year was that both pilots' failed to see and avoid the other helicopter on approach to the helipad. Contributing to the accident were the failure of one of the pilots to follow arrival and noise abatement guidelines and the failure of the other pilot to follow communications guidelines.

On June 29, 2008, about 3:47 pm MST, two Bell 407 EMS helicopters, operated by Air Methods Corporation, and by Classic Helicopter Services, collided in midair while approaching the Flagstaff Medical Center (FMC) helipad in Flagstaff, Arizona. All 7 persons aboard the two helicopters were killed and both helicopters were destroyed.

"This accident highlights the importance of adhering to the regulations and guidelines that are in place," said Acting Chairman Mark V. Rosenker. "Had these pilots been more attentive and aware of their surroundings, and if communications would have been enhanced, this accident could have been prevented."

In its report today, the Board noted that both EMS helicopters were on approach to the Flagstaff Medical Center (FMC) helipad to drop off patients. During the flights, both pilots had established two-way communications with their communications centers and provided position reports. The FMC communications center coordinator advised the Air Methods pilot that there would be another helicopter dropping off a patient at FMC. The FMC coordinator also advised Classic communication center that Air Methods would be landing at FMC, but the Classic communication center did not inform the Classic pilot nor was it required to do so.

However, the Board stated that if Classic's pilot had contacted the FMC communications center, as required, the FMC transportation coordinator likely would have told him directly that another aircraft was expected at the helipad. If the pilot had known to expect another aircraft in the area, he would have been more likely to look for the other aircraft, the report stated.

As documented in the report, Air Methods did not follow the noise abatement guidelines, to approach the helipad from a more easterly direction. Classic approached the helipad from the northeast, and it is likely that the pilot would have been visually scanning the typical flight path that other aircraft approaching the medical center would have used. Thus, if the Air Methods helicopter had approached from a more typical direction, the pilot of the Classic helicopter may have been more likely to see and avoid it.

Neither helicopter was equipped with a traffic collision avoidance system, nor was such a system required. Had such a system been on board, the Board noted, it likely would have alerted the pilots to the traffic conflict so they could take evasive action before the collision. However, according to Federal regulations, ultimately the pilots are responsible for maintaining vigilance and to be on alert and avoid other aircraft at all times.

FMI: www.ntsb.gov/ntsb/brief.asp?ev_id=20080715X01051&key=1

Advertisement

More News

AutoGyro Introduces Type Certified Gyroplanes In The U.S.

Two Versions Of The Calidus Gyroplane FAA Approved The FAA has type-certified two versions of the German-built Calidus Gyroplane after the recent completion of conformity testing c>[...]

SPA Introduces Their 3.3 Liter Corvair Conversion

'Engine In Box' Option Allows Quicker Competition Times For Builders In the North Aircraft display area, Dan and Rachel Weseman of Sport Performance Aviation LLC debuted their late>[...]

Avidyne Makes Innovative Use Of IFD Series With iPads

Provide Interesting Big Glass Solutions For Both Forward Fit And Retrofit Avidyne is showcasing some innovative ‘Big Glass’ configurations in their booth at Oshkosh thi>[...]

Wipaire Helps ANN Make AirVenture Coverage Happen!

Wipaire Is A Leading Aircraft Service Provider, and the Holder Of Over 100 STCs For over 55 years, Wipaire has been engineering and manufacturing a full line of aircraft floats for>[...]

Airborne 07.26.16-Oshkosh Day 2: Solar Impulse, Sun Flyer, Stemme S-12

Also: AEA $$Giveaway$$, LAM Aviation, Able Flight, Jack Pelton On Aero-Medical Reform We start our report this morning with something that has very little to do with the EAA AirVen>[...]

blog comments powered by Disqus



Advertisement

Advertisement

Podcasts

Advertisement

© 2007 - 2016 Web Development & Design by Pauli Systems, LC