CareFlite HEMS accident Texas

[havoc]

Photos:

Three hurt in crash of CareFlite helicopter | wfaa.com Dallas - Fort Worth (http://www.wfaa.com/news/local/Three-hurt-in-hard-landing-of-CareFlite-helicopter-171998461.html?gallery=y&c=y#/news/local/Three-hurt-in-hard-landing-of-CareFlite-helicopter-171998461.html?gallery=y&c=y&img=11&c=y&c=y&c=y&c=y&c=y&c=y&c=y&c=y&c=y&c=y&c=y)

http://media.wfaa.com/images/0930_careflite41.jpg

http://media.wfaa.com/images/0930_careflite_crash01.jpg

news story:

Three hurt in crash of CareFlite helicopter | wfaa.com Dallas - Fort Worth (http://www.wfaa.com/news/texas-news/Three-hurt-in-hard-landing-of-CareFlite-helicopter-171998461.html#)

EASTLAND, Texas — A CareFlite medical helicopter with a crew of three on board crashed near Eastland on Sunday morning on its way to pick up a patient.
All three CareFlite personnel suffered "minor to moderate" but not life-threatening injuries, said company president and CEO Jim Swartz, who referred to the incident as a "hard landing."
The crash site — near County Road 309 — was less than six miles from the Eastland Municipal Airport, where the patient was waiting.
Photos from the crash site in a farm field showed the cabin of the helicopter on its left side but with the tail rotor in an upright position.

Department of Public Safety spokesman Trooper Sparky Dean said the injured were taken by ground ambulance to a hospital in Eastland. He said the helicopter's engine was still running when it hit the ground around 9:30 a.m.
Swartz said the cause of the accident was unknown, but added that the crew of the 10-year-old Agusta 109 helicopter was experienced. He said there will be a full investigation. The company was dispatching ambulances to bring the injured employees back to Fort Worth. They were identified as:
Pilot Scott Wayne Wallace, 58, of Fort Worth
Medic Teresa Lynn Campbell, 53, of Granbury
Medic Rhett Derek Drahen, 34, of Frisco
All three were said to be conscious and talking at the crash site.
Representatives of the Federal Aviation Administration and the National Transportation Safety Board were expected to examine the wreckage on Monday.
Eastland, the seat of Eastland County, is about 90 miles southwest of Fort Worth.
A pilot and a mechanic were killed two years ago in the fiery crash of a CareFlite helicopter in Ellis County.

[C4]

"Hard Landing", really?? Looks suspiciously like a crash to me...

[P6 Driver]

A "hard landing" in this case is like WW2 being "a bit of a skirmish".
By the look of things, the injuries could have been much worse, so a good result in the circumstances perhaps.

[Gemini Twin]

Found they are always a bit hard when you leave the gear up.

[NRDK]

With the big power lines very close I going to go for wire strike as the rumour today...followed by a lucky no one was killed crash?

Hope all recover well and soon.

[Pofman]

Agree with the above post as the cables are hanging from the pylon

[SASless]

Low Vis...bad weather.....uh oh.....we know where this is going!

Wheels up....wires....bet we hear about the lights going out in the area about the time the crash happened too!

[Gomer Pylot]

Heard they took off VFR, encountered IMC, the pilot engaged the autopilot, and it went into a rapid descent. It's always essential to know exactly what the autopilot is going to do before you engage it.

[Shawn Coyle]

Why did he wait till encountering IFR to engage the autopilot?

[hostile]

Maybe the picture is too bad, but I can see wires hanging down to the pole. It means only one thing...

Hope everybody is ok anyways.

[squib66]

Why did he wait till encountering IFR to engage the autopilot?


I wonder how much time on type the pilot had.

[SASless]

Wait till someone posts the Weather Reports/Forecasts for the time period of the crash.....I bet that will make for some very interesting reading and beg a few questions as well.

When he engaged the Autopilot....I bet he was very low...slow....and totally unprepared for IMC flight.

In daylight (roughly 0930 ), flying into IMC conditions constitutes a gross error in judgement. At night.....the tie goes to the runner.

I was a dedicated scunrudder.....and found myself setting in some odd places waiting for the weather to improve....but I always left myself a way out rather than go IIMC.

[MightyGem]

Why did he wait till encountering IFR to engage the autopilot?
Possibly means the Upper Modes; ie, Heading/Altitude holds etc. Our AP is engaged all the time by the holds aren't.

SOP is to engage the holds in the event of in-advertant IMC. This caused a problem with one operator a few years ago, when the pilot entered cloud, engaged the holds and the heading defaulted to North(as it was designed to), and the aircraft started turning, which the pilot wasn't expecting.

Due to low hours on type, instead of pressing the button to turn the holds off, he dumped the AP and the SAS an ended up with a totally unstabilised aircraft. They ended up in an untidy heap on the ground, fortunately without serious injury to the crew.

The heading hold(EC 135) has since been modded to take up the current heading when engaged.

[havoc]

If you click on the photo link in first thread there are 12 photos in a slide show.

[ShyTorque]

This accident looks unusual. Certainly it doesn't look like a simple wire-strike to me and I'd be very surprised if the broken wires in the photo were anything other than collateral damage.

If the circumstances are as reported above by Gomer pylot, and it was an AP issue, on this type of aircraft (which is fully certificated for SPIFR btw), I can think of only two reasons why the autopilot would cause a rapid descent.

1. VS mode engaged with a large ROD set on the VSI.

2. An AP fault when the ALT mode was engaged.

I certainly wouldn't discount the second reason; I personally experienced this a number of times on an A109, albeit some years ago. Because it seemed to occur on a random basis it required in depth investigation, with the aircraft placed on ground power on jacks with the gear retracted for a prolonged period of time. Eventually the glitch was found and the AP computer was changed, which fixed it.

[Brilliant Stuff]

Just to add to Mightygem, you still have 135s out there who haven't had the latest software upgrade which modifies the HDG hold behaviour because it costs money.

Something like this should be done free under the guise of improving Flight Safety.

We all talk about Flight Safety but when there is money involved it is all over a sudden not as important anymore. Especially considering a Software upgrade isn't really that expensive....

Sorry for the hijack.

[Ballywalter Flyer]

Looking at the initial photographs. I would also argue against a hard landing.
During landing phase, I would expect the gear to be down and locked.
In these images the gear appears to be firmly stowed in the up position.

[Devil 49]

Granbury, TX (base area) approximately sunrise, an hour or so before estimate take off:
METAR KGDJ 301235Z AUTO 32008KT 10SM OVC011 18/17 A2989 RMK AO2
METAR KGDJ 301255Z AUTO 31007KT 10SM OVC011 18/17 A2989 RMK AO2
METAR KGDJ 301315Z AUTO 31007KT 10SM OVC011 19/17 A2990 RMK AO2
METAR KGDJ 301335Z AUTO 31006KT 10SM OVC011 19/17 A2990 RMK AO2
METAR KGDJ 301355Z AUTO 32005KT 10SM BKN013 OVC055 20/17 A2990 RMK AO2
METAR KGDJ 301415Z AUTO 33004KT 10SM BKN013 OVC019 20/18 A2990 RMK AO2

Eastland has no weather, but KSEP, South of and more or less intermediate of a direct course:
METAR KSEP 301215Z AUTO 34012G16KT 10SM OVC007 17/16 A2991 RMK AO1
METAR KSEP 301235Z AUTO 34012KT 10SM OVC005 17/16 A2991 RMK AO1
METAR KSEP 301255Z AUTO 35011G16KT 10SM OVC007 17/16 A2992 RMK AO1
METAR KSEP 301315Z AUTO 34012G17KT 10SM OVC007 18/16 A2993 RMK AO1
METAR KSEP 301335Z AUTO 35011G16KT 10SM OVC007 18/16 A2993 RMK AO1
METAR KSEP 301355Z AUTO 35011G15KT 10SM SCT007 OVC010 18/16 A2994 RMK AO1
METAR KSEP 301415Z AUTO 35011G16KT 10SM OVC010 18/16 A2994 RMK AO1

North of destination, KBKD:
METAR KBKD 301215Z AUTO 35006KT 10SM OVC004 18/18 A2993 RMK AO2
METAR KBKD 301235Z AUTO 35006KT 7SM OVC006 18/18 A2993 RMK AO2
METAR KBKD 301255Z AUTO 34009KT 7SM OVC006 19/18 A2993 RMK AO2
METAR KBKD 301315Z AUTO 34008KT 7SM OVC006 19/18 A2994 RMK AO2
METAR KBKD 301335Z AUTO 35010G16KT 7SM BKN006 OVC013 19/18 A2995 RMK AO2
METAR KBKD 301415Z AUTO 35007KT 5SM BR BKN008 OVC012 19/18 A2996 RMK AO2 P0001
METAR KBKD 301435Z AUTO 35006KT 7SM OVC008 20/18 A2996 RMK AO2 P0002

Historic radar shows light shower activity North and East of destination, moving SE.
Incident site South of direct course line with airport North of transferring hospital and the hospital is reported (Skyvector.com) to have a helipad.

It's possible the they were already out and South of Eastland, which would explain the track in from that side.

[C4]

Go around button!!! Best get out of jail free card ever. Stays on HDG and sets 750 FPM ROC!!!

[Jack Carson]

The go around button on the A-109 series can be more of a distraction than a help. Depending on the series or dash number of the auto pilot installed in the machine the aircraft may have had a restriction on its use below 120 KIAS. If this was the case, activation of the go around mode could have created a situation where the autopilot created a pretty extreme unusual attitude situation for the pilot.

[Shawn Coyle]

At least the crew is around to talk about the problem... (or should be able to? - how are they doing?)

[SASless]

At some point....would not any querks in your autopilot such as being mentioned here be common knowledge to the folks actually flying the particular aircraft and maybe might just probably be discussed during training or shift turnovers?

I am one of those who see the "Go Around" button as being the fast track to establishing a climb attitude and constant heading.....so long as you remember to pull that stick on your left side up about your shoulder or so. Granted it helps to be at or above about 60 KIAS.

[ShyTorque]

maybe might just probably be discussed during training or shift turnovers?

training... shift turnovers...what's those? :confused:

;)

[C4]

@ Jack Carson. WTF, go around may have a restriction below 120 kts???? It is designed to be used at lower speeds (as in approach speeds {cat a less than 90 kts!!})

It works in any a/c above Vmini, and in most a/c even lower than that!

IMHO - Perfect for inadvertent IMC...

[Jack Carson]

C4,
The 109E we operated here in the US was a single pilot IFR machine. The limitations section of the autopilot supplement in the RFM identified the Vmin for go around engagement as 120KIAS. This limitation was identified for all autopilots with serial number below a specific number. Ours was one of those. Engagement below that number resulted in some rather significant pitch attitude excursions.

[nightskywalker]

Engagement below that number resulted in some rather significant pitch attitude excursions.

Jack, saying that it the AP GA can lead to a pitch attitude excursion does not mean that the root cause of the accitent is due to the AP:

I understand your feelings on this occurrence, but honestly it seems from the pictures that the A109E in subject was going anyway to have an hard-landing for unclarified reasons (no visibility?):

the AP engagement could have only have worsened the scenario under certain speed conditions, but definitely the accident responsibilities cannot be linked to the AP ...

[C4]

Wow, another Agusta miracle design!!!

[Devil 49]

Not necessarily related to the Eastland CareFlite "Hard Landing", but as autopilots have been mentioned (edited, hopefully will work):

http://dms.ntsb.gov/aviation/AccidentReports/paipwu55thbqwknalp5ckrjc1/I10072012120000.pdf

The link is intended to lead to an NTSB factual report of a 109 night IFR fatal crash 7 OCT 2005. The investigators speculate on autopilot issues.

[Jack Carson]

I agree that any limitations associated with the autopilot may not have had anything to do with this mishap. My input was purely in response discussions of the Agusta 109E’s autopilot limitations. A complete investigation should reveal the actual cause of the mishap.

[nightskywalker]

Devil 49,

That link does not work.

[C4]

Worked for me.

[Otterotor]

Link worked for me also.:)

[Shawn Coyle]

I wrote an article on the 2005 A109 crash, and if anyone wants the text, please PM me.

[nightskywalker]

Recovered the factual report on 2005 accident:

NTSB Identification: NYC06MA005
14 CFR Part 91: General Aviation
Accident occurred Friday, October 07, 2005 in Smethport, PA
Probable Cause Approval Date: 12/20/2007
Aircraft: Augusta 109E, registration: N7YL
Injuries: 1 Fatal.
NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.
The single-pilot helicopter was flying under instrument flight rules in night instrument meteorological conditions. The controller instructed the pilot to fly heading 340 degrees to intercept the localizer course for an instrument landing system approach. At that time, the helicopter was about 1.5 miles from the localizer centerline, headed 095 degrees, about 150 knots groundspeed. Consequently, the helicopter flew through and ended up well east of the 322-degree localizer course. During the resulting 135-degree turn to rejoin the final approach course, the pilot was issued an approach clearance, but told to "maintain 4,000." The helicopter's track approached the runway centerline, and then turned sharply away from, and to the right of the inbound course. The track showed an approximate heading of 100 degrees, when the radar target disappeared. During the 1 minute and 10 seconds following the pilot's acknowledgement of the 4,000-foot altitude assignment, the helicopter descended only 300 feet, slowed to approximately 65 knots groundspeed, and turned 140 degrees right of course. At the point where the helicopter re-intercepted the localizer, the autopilot was capable of capturing the localizer, but incapable of capturing the glideslope. If altitude hold remained engaged at that point of the flight, and the pilot reduced collective to initiate a descent, the autopilot would adjust pitch in an effort to maintain the selected altitude. Similar scenarios in helicopters and flight simulators have resulted in unusual attitudes and zero airspeed descents to the ground. The pilot had accrued 9,616 total hours of flight experience. He had 100 total hours of instrument flight experience; of which 10 hours was simulated instrument flight experience. Examination of the wreckage revealed no mechanical anomalies. Examination of voice communication tapes revealed that the controller used non-standard approach clearance procedures, did not comply with requirements for weather dissemination, and did not comply with the appropriate intercept angle of 45 degrees for helicopters as prescribed in Federal Aviation Administration orders.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot's failure to maintain aircraft control. Factors in the accident were, night instrument meteorological conditions, pilot workload, and improper air traffic control procedures by the approach controller.



Do we really want to continue on speculating on the autopilot?

[vaqueroaero]

Do we really want to continue on speculating on the autopilot?

Yes, I live in Texas so know pilots who know pilots....;)

Let's just say that once the NTSB has done it's thing this may make some interesting reading.....or not.

[Gomer Pylot]

Attempting to capture the glidescope from above will almost always result in an unsatisfactory outcome, regardless of the autopilot make/model. They are all designed to capture from below. But I don't think the 2005 accident cited has much to do with the accident which is the subject of this thread. Letting the autopilot crash the aircraft is pilot error, either because of improper setup, engaging it too late, or both. I don't know if this is the case in this accident, only that rumor seems to indicate it. Rumor is all I have for now. It remains to be seen what the NTSB report will show.

[havoc]

Concern Network is an optional venue that Operators can pass infomation out regarding transport issues. The following was released by CareFlite

Program: CareFlite 3110 S. Great Southwest Pkwy Grand Prairie, TX 75052 Type: Agusta 109 Tail #: N144CF
Weather: Marginal VMC
Team: Pilot, flight nurse, flight paramedic. Injuries. No patient.

Description: The Granbury TX based aircraft was conducting a positioning flight for a patient pickup and encountered marginal VMC conditions enroute.

The pilot made initial contact with ATC to open an IFR flight plan. The aircraft encountered IMC conditions and the pilot transitioned to IFR flight, initiating a climb to above MSA.

While on extended downwind for the GPS 35 approach to Eastland Municipal Airport (ETN), Eastland TX, controlled flight was lost. The aircraft struck the ground tail first, 4.4 miles south of airport, sliding approxmiately 500ft before rolling over and coming to a stop.

Additional Info: The flight nurse was able to evacuate the aircraft. Two civilians who had seen the aircraft wreckage approached the scene and extricated the other two crew members and moved them all to a safe location.
FD arrived shortly thereafter, disabled the running engines, secured the scene and then transported the crew to Eastland hospital.

Source: David Carr, Director of Risk Management & Safety