TERRE HAUTE, Ind. (AP) — Christopher Walsh has always wanted to fly, or at the very least be involved with aviation in some capacity.
Walsh, a cadet lieutenant colonel and group commander with the Terre Haute North Vigo High School Air Force JROTC, was one of about a dozen students to get hands-on experience Saturday during orientation flights at the Hulman Field main terminal.
Christopher Walsh
"I have a lot of family members that were involved in aviation, so that kind of sparked a little interest," Walsh said describing the root of his passion.
Orientation flights are just part of the education cadets get in the JROTC program, Joshua Hall, chief master sergeant and instructor at North Vigo, said.
"In our curriculum we also talk about aviation and aviation principles and things of that nature," Hall said. "They get it not only at home, but they get it in the classroom."
Hall said 30 to 40 students are able to participate in the program every year, and it, to his knowledge, is the only JROTC in the state to offer such an experience.
"We're the only JROTC in the state that's doing this," he said. "We pursue the funds, going after it and taking our time to make it all happen."
This year's flight was Walsh's second since joining JROTC, and he said that events like it give him invaluable experience moving forward.
"ROTC is definitely going to help me in the military," Walsh said, "and this program where we do orientation flights will help me understand the aircraft and how they work."
Walsh said he didn't know which branch of service or military occupational specialty he intends to choose just yet, but knows he wants to be involved, at some level, with aviation.
Maj. Ron Sedam of the Civil Air Patrol piloted the flights and walked the cadets through the in-and-outs of the Cessna 172 and preflight checks.
He showed them various parts of the plane — elevator, rudders and aileron — during idle near the runway. After completing the checklist, cadets strapped in and took a half-hour flight around Terre Haute, viewing downtown from 2,000 feet.
The cadets were also warned to be on the lookout for geese and to serve as Sedam's eyes and ears, he said.
Walsh was on one of the first flights of the day, and he said that even though he has been a part of the orientation flights before, flying never gets old.
"It was awesome," he said fighting back a smile to maintain military bearing. "It really makes you think about the weather because the plane would be facing one way, but you'd be drifting in another. So it really kind of makes you think. It was really awesome to see Terre Haute from up there. It was just really cool."
Story and photo gallery: http://www.southbendtribune.com
N190GC Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
N190GC Docket And Docket Items - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
N190GC Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
Monarch Enterprises Inc: http://registry.faa.gov/N190GC
N154GC Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
N154GC Docket And Docket Items - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
N154GC Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration/Flight Standards District Office; Las Vegas, Nevada
Papillon Airways; Las Vegas, Nevada
Papillon Airways Inc: http://registry.faa.gov/N154GC
NTSB Identification: WPR14LA313A
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Friday, July 25, 2014 in Boulder City, NV
Probable Cause Approval Date: 09/14/2016
Aircraft: EUROCOPTER EC 130 B4, registration: N154GC
Injuries: 9 Uninjured.
NTSB Identification: WPR14LA313B
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Friday, July 25, 2014 in Boulder City, NV
Probable Cause Approval Date: 09/14/2016
Aircraft: DEHAVILLAND DHC 6 300, registration: N190GC
Injuries: 9 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The commercial helicopter pilot was operating on his first day of revenue service for the aerial tour company and was returning to the nontowered airport at the completion of a tour with six passengers. The pilot complied with the published arrival procedures, including flying the prescribed route and making the appropriate radio position callouts on the airport’s common traffic advisory frequency (CTAF). Concurrent with the helicopter’s arrival, the captain and first officer of an aerial tour airplane were beginning the taxi-out for departure of the positioning flight. The airport arrival procedures, layout, and wind conditions resulted in the two aircraft having to use the same portion of taxiway Delta, in the same direction, for their respective operations.
The helicopter pilot reported that he first saw the airplane when the helicopter was turning westbound and descending over Delta; at that time, the airplane was taxiing southbound on the ramp toward Delta. The helicopter pilot announced his location and intentions and continued descending along Delta. When the airplane reached Delta, the first officer announced on the CTAF that the airplane was planning to proceed westbound on Delta. The captain reported that he looked but did not see any helicopters and that he then proceeded to turn westbound onto Delta, which placed the airplane directly into and under the helicopter’s flightpath and prompted the helicopter pilot to radio that he was “right above” the airplane and repeat his landing intentions. The helicopter pilot continued the descent based on his hearing a “double-click” on the CTAF, which he interpreted as the airplane flight crew’s acknowledgement that they saw and would avoid the helicopter. Shortly thereafter, the helicopter collided with the airplane; damage patterns indicated that the two aircraft were aligned in nearly the same direction (westbound) at the time of impact.
Because the helicopter was approaching from the airplane’s left, along taxiway Delta, and was close in, it should have been readily visually detectable by the captain. Given that the first officer was aware of the inbound helicopter and should have been aware of its location and intentions based on the radio calls, the airplane’s flight crew should have recognized the high potential for conflict and operated the airplane in a manner to ensure that a collision would not occur. In addition, the helicopter, as the landing aircraft, had the right of way over the departing airplane. The simplest and most effective method to prevent any conflict would have been for the airplane flight crew to stop on the ramp and not proceed onto taxiway Delta until the helicopter was positively determined to no longer pose a collision threat. However, there was no evidence that the airplane stopped before it turned from the ramp onto taxiway Delta. The evidence indicated that the airplane taxied out just ahead of and below the descending but faster moving helicopter, which significantly reduced the helicopter pilot’s ability to avoid the airplane.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The airplane flight crew’s failure to exercise the necessary vigilance and precautions and yield the right of way to the landing helicopter, which resulted in the airplane colliding with the helicopter. Contributing to the accident was the helicopter pilot’s decision to continue his descent without positively determining that the airplane did not pose a collision hazard.
HISTORY OF FLIGHT
On July 25, 2014, about 1646 Pacific daylight time, a landing Eurocopter/Airbus EC-130 helicopter, N154GC, and a taxiing DeHavilland DHC-6 airplane, N190GC, collided at Boulder City airport (BVU) Boulder City, Nevada. Neither the two pilots on board the airplane, nor the pilot and six passengers aboard the helicopter, were injured. The helicopter, operated by Papillon Airways Inc. (dba Papillon Grand Canyon Helicopters dba Grand Canyon Helicopters) as an aerial sightseeing flight, sustained substantial damage. That flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 135. The airplane, operated by Grand Canyon Airlines, was beginning a repositioning flight, and was being operated under the provisions of Title 14 Code of Federal Regulations Part 91. Both Papillon and Grand Canyon Airlines (GCA) are part of the same parent company, Papillon Airways. Day visual meteorological conditions prevailed.
According to the helicopter pilot, he was inbound from the south, and planned to land on the airport location designated as "Spot 2," which was a dedicated helicopter arrival and departure location. He followed the company-designated arrival procedure, in which the helicopter flew a descending pattern first north along the centerline of taxiway A (also referred to as "alpha"), and then west along the centerline of taxiway D (also referred to as delta) to Spot 2. Spot 2 was a 50 foot painted square situated on the airport ramp. Taxiway Delta was 40 feet wide, was oriented approximately east-west, and comprised the southern perimeter of the previously-cited ramp. The center of Spot 2 was located about 50 feet north of the centerline of taxiway Delta. Since BVU was not equipped with an operating air traffic control tower, the pilot communicated his positions and intentions via radio transmissions on the BVU common traffic advisory frequency (CTAF).
The helicopter pilot first saw the airplane when the helicopter was making the left turn from north to west near the junction of taxiways Alpha and Delta. At that time, the airplane was moving south, towards taxiway Delta, along a taxi line just east of Spot 1, on ramp about 600 feet east of Spot 2. The airplane crew announced their intentions on CTAF to taxi to runway 15 via taxiway Delta. The helicopter pilot reported that the last time that he saw the airplane prior to the accident was as the helicopter overflew the intersection of taxiway Delta and the taxi line just east of Spot 1. At that time, the airplane was turning westbound onto taxiway Delta. The helicopter pilot realized the potential for conflict, since the two aircraft were now both traveling westbound along taxiway Delta. The helicopter pilot stated that he "immediately" queried on CTAF whether the airplane crew had him in sight. The helicopter pilot heard a "double click" on the CTAF frequency, which he interpreted as acknowledgement by the airplane crew that they had him in sight. Based on this information, the helicopter pilot was convinced that the airplane was behind him, and that its flight crew had him in sight.
The helicopter pilot therefore continued his descent along the centerline of taxiway Delta towards Spot 2. About 8 to 10 seconds later, as the helicopter came almost abeam of Spot 2, the pilot began a right pedal turn to traverse to and set down on Spot 2. At the commencement of that pedal turn, the pilot simultaneously spotted the wings and nose of the airplane through his chin windows, and felt an" impact." He stopped the turn and descent, transitioned to the ramp, descended, and landed on Spot 2.
The flight crew of the airplane was unaware that there had been a collision, and they continued with their taxi-out and departure from BVU. Shortly after departure, the airplane was recalled to BVU by company personnel, after the company personnel learned of the collision. The airplane was equipped with a cockpit voice recorder (CVR). The device was obtained by the NTSB, and sent to the NTSB recorders laboratory in Washington DC for readout.
PERSONNEL INFORMATION
Helicopter Pilot
Papillon records indicated that the pilot held a commercial pilot certificate with a helicopter instrument and instructor ratings. He had approximately 1,102 total hours of flight experience, all of which was in helicopters, and which included approximately 9 hours in the accident helicopter make and model. His most recent flight review was completed on July 22, 2014, and his most recent FAA second-class medical certificate was issued on December 2, 2013.
The helicopter pilot had recently been hired by Papillon, and the accident occurred on his first day flying in revenue service for the operator. The helicopter pilot did not recall whether he observed the airplane stop on the ramp prior to its turn onto taxiway Delta.
Airplane Captain
The captain of the airplane was an 11 year employee of the operator, and was also an instructor pilot. The captain had been on duty for 8 of the 9 days before the accident. He began his duty day at 0507 that morning, and the collision occurred during his sixth flight of the day. He was off duty the day prior to the accident. The day prior to that, he was on duty from about 0645 to 1845, and flew 7 trips, with a total of 3.5 hours of flight time.
In his written account of the event, the Captain stated that the crew completed the before takeoff checklist prior to taxiing, which was "a procedure designed to ensure maximum situational awareness, so each pilot can listen for pertinent radio calls and look outside the aircraft for conflicting aircraft" during taxi. Nowhere in his written statement did the Captain report that he stopped the airplane on the ramp prior to turning onto taxiway Delta. Except for his description of the closest proximity of the helicopter and airplane, the Captain's report did not include any information regarding his awareness of the helicopter.
Airplane First Officer
According to Grand Canyon Airlines, the First Officer was on his second day as a pilot for the airline.
Except for his description of the closest proximity of the helicopter and airplane, the First Officer's written report did not include any information regarding his awareness of the helicopter. His report did not state whether the airplane did or did not stop on the ramp prior to turning onto taxiway Delta.
AIRCRAFT INFORMATION
Helicopter
The single-main-rotor helicopter was manufactured in 2010, and was powered by a single turboshaft engine. It was used for aerial tours, and was configured to seat seven passengers. It was flown by a single pilot, who operated from the left front seat.
Airplane
The high-wing, twin-turboprop airplane was manufactured in 1970. It was used for aerial tours, and was configured to seat 17 passengers. It was operated by a two-person crew.
METEOROLOGICAL INFORMATION
The 1646 BVU automated weather observation included winds from 160 degrees at 15 knots, gusts to 23 knots, visibility 10 miles, clear skies, temperature 40 degrees C, dew point 11 degrees C, and an altimeter setting of 29.84 inches of mercury.
COMMUNICATIONS
BVU was equipped with a dedicated CTAF for radio communications use by arriving and departing aircraft, and the CTAF communications were recorded. Radio transmissions from both the helicopter (radio call sign "Papillon 31") and the airplane (radio call sign "Canyon View 90") were captured by the CTAF system, and reviewed by investigators.
The helicopter pilot first reported on the CTAF at 1644:10, and announced that he was "south of the [electrical power] substation," a geographic reference landmark, at an altitude of 2,800 feet above mean sea level, and flying towards "the ponds," another geographic reference landmark that was situated just south of the airport. At 1644:55, the airplane crew first reported on the CTAF, announcing that it was taxiing from the "east apron" (a BVU ramp area) to runway 27 via taxiway Delta. That runway selection and taxi route required the airplane to first taxi south on the ramp, and then east on taxiway Delta.
At 1645:08, the helicopter pilot announced that he was "over the Ponds, coming over [taxiway] Alpha for a westbound [taxiway] Delta approach." At 1645:39, the airplane crew announced that it was "taxiing [taxiway] Delta [taxiway] Bravo for runway one five." That new runway selection required that the airplane taxi westbound on taxiway Delta, instead of eastbound as originally planned. According to the airplane captain's written statement, that radio call was made as the airplane was turning right (westbound) onto taxiway Delta. The captain also noted that at that time, he "looked out the left window," but did not "see any in or out bound helicopters."
At 1645:45 the helicopter pilot radioed "Canyon View Papillon 31 right above you for Spot Two." The helicopter pilot's vocal cadence in that communication was different than that of his previous transmissions, and the transmission was accompanied by noticeable breathing, which was not evident in his prior transmissions.
The next communication from either aircraft was at 1647:51, when the airplane crew announced that it was "taking runway one five" for departure.
According to information provided by the operator, the first officer was handling the radio communications, and the captain was taxiing the airplane. The first officer was aware of the inbound helicopter, but the captain was not specifically aware of that helicopter.
AIRPORT INFORMATION
BVU elevation was 2,200 feet. BVU was equipped with two runways, 9/27 and 15/33. The runways intersected at about the midpoint of 9/27 and the two-thirds point of runway 15. The ramp area was oriented east-west, and situated about 750 feet north of runway 9/27. Taxiway Delta was the paint-demarcated southern boundary of the ramp area. Taxiway Alpha was oriented north-south, and connected the threshold end of runway 27 with taxiway Delta and the ramp area. Taxiway Bravo was parallel to, and on the east-northeast side of runway 15/33.
The airport maintained a dedicated website to provide relevant airport information, including a two-page document of helicopter arrival and departure procedures. That document contained both text and pictorial descriptions of those procedures, and also depicted the airplane runway traffic patterns. The descriptions included the geographic landmarks referenced by the helicopter pilot.
The FAA airport/facilities directory entry for BVU contained a note that stated "LARGE NUMBER OF GRAND CANYON TOUR ACFT OPERATIONS IN VICINITY. HELICOPTERS CROSS ACTIVE RYS AND TWYS." (emphasis original)
FLIGHT RECORDERS
The CVR from the airplane was successfully read out at the NTSB recorders laboratory in Washington DC. The recorded intra- and extra-cockpit communications were essentially congruent with the pilots' accounts of events that were provided to the NTSB at the beginning of the investigation.
WRECKAGE AND IMPACT INFORMATION
Examination of the two aircraft revealed that the most significant damage occurred where the inboard trailing edge of the helicopter's right horizontal stabilizer contacted the leading edge of the airplane's vertical stabilizer at about the vertical stabilizer's two-thirds span point. Additional damage was observed on the underside end of at least one of the helicopter main rotor blades, and the top of the airplane's vertical stabilizer.
ADDITIONAL INFORMATION
Aircraft Right of Way Information
Paragraph 91.113 of the Federal Aviation Regulations (FAR) provides some guidance on aircraft right of way rules. Subparagraph 'b' stated that "vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft," and that the "pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear." Subparagraph 'g' stated that "Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface."
The FAA Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25) reiterated the essence of the applicable FAR, and augmented it with the statement "Even if entitled to the right-of-way, a pilot should yield if another aircraft seems too close."
Three days after the accident, GCA's Flight Operations department published and distributed "Read and Initial File" (RIF) 2014-02 to its pilots. The RIF "designated taxiway Delta between Alpha and Bravo as a Hot Spot," and stated that "Regardless of direction traveling on taxiway Delta, extra vigilance is required." In addition, the RIF explicitly required that pilots of airplanes departing the ramp are to come to a "complete stop," report their position, and scan for traffic prior to taxiing onto taxiway Delta.
Cockpit Visibility
According to a representative of GCA, the external visibility from the cockpit of the DHC-6 was somewhat limited, and could have impeded the captain's ability to visually detect the inbound helicopter. Subsequent to the accident, the two operators began a program to familiarize the helicopter and airplane pilots' with each other's aircraft and procedures, with a focus on cockpit visibility as one area of emphasis.
Operator Communications Regarding Accident
In January 2016, the Papillon Airways "Chief Operating Officer/Director of Operations" provided a 4 page document which presented an accident summary, numerous operator-implemented safety improvement steps, and a "root-cause analysis" regarding the accident. The document bore "Papillon Airways, Inc" on its first page, but was otherwise unidentified and unattributed. It was not dated. In response to an NTSB query, to the Papillon COO/DO, the document was reported to be the result of an investigation by Papillon "President and CEO...with the Papillon and GCA senior management team."
The "root cause analysis" segment of the document posted the following as relevant facts:
a) The airplane First Officer saw an "inbound helicopter" after Papillon 31 made its CTAF call
b) The airplane Captain did not hear the radio call or see a helicopter inbound
c) The airplane had taxied onto taxiway Delta prior to making its CTAF announcement that it was doing so
Item b) was not substantiated or otherwise known to the NTSB except as stated in this Papillon report, and efforts to independently verify that statement were unsuccessful.
CHARLOTTE, N.C. -- Wildlife strikes against aircraft may be more common than you might think.
According to the Federal Aviation Administration’s wildlife strike database, animals came in contact with aircraft roughly 142,000 times between 1990 and 2013.
The FAA says 97-percent of strikes involve birds, but also on the list are deer, coyotes and turtles.
“You know, we have this exploding deer population across the county, and certainly, you’ve seen that there in North Carolina-- but between 1990 and 2015, there were 1100 accidents involving deer and aircraft, and we had nearly 500 accidents involving coyote,” says NBC’s lead aviation correspondent Tom Costello, who’s been covering the aviation industry for more than 10 years.
Costello says the FAA recommends all U.S. airports have a 10-foot high fence with barbed wire, but he says even that doesn’t always keep wildlife out.
“There is a wildlife office within the FAA and you know they work on this constantly. They have found that deer can scale, can jump right over an eight-foot fence,” he says.
In fact, this isn’t the first time an aircraft at Charlotte-Douglas International airport struck a deer. In 2010, a United Airlines Boeing 737 hit a deer with its landing gear. Both strikes happened on runway 36-C.
“When you have a deer strike and aircraft – 84 percent of the time the aircraft is damaged so this is a pretty serious issue,” Costello says.
So serious, Charlotte-Douglas themselves has a full-time wildlife coordinator. During a story in 2013, coordinator David Castenada explained the airport takes several measures to deter wildlife including keeping the grass short, draining standing rain water and he himself carries a pistol that fires a variety of noisemakers.
“I do daily patrols out here, and if I see a flock of birds that potentially cause a problem, that’d be my first go to,” says Castenada.
The North Carolina Wildlife Resources Commission estimates the white-tailed deer population in North Carolina is approximately 1.25 million, with between 8,000 and 24,000 in Mecklenburg County.
Chris Matthews, who tracks wildlife for the Mecklenburg County Parks and Recreation Department, says deer populations are not only growing, the herds seem to be more displaced because of the development happening throughout the county.
Matthews says there are now fewer retreats for deer away from humans and that the woods surrounding the airport provide that habitat.
Story and video: http://www.wcnc.com
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
NTSB Identification: WPR14LA305
14 CFR Part 91: General Aviation
Accident occurred Monday, July 21, 2014 in Russian Flat, MT
Probable Cause Approval Date: 03/06/2017
Aircraft: CESSNA 150M, registration: N66255
Injuries: 1 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The commercial pilot attempted to take off from an uncontrolled grass runway with an uphill grade; the airplane subsequently impacted an open area of swamp land about 570 ft beyond the end of the runway. The airplane impacted in a right-wing, nose-low attitude; the impact damage was consistent with a near-vertical descent. Postaccident examination of the airframe and engine revealed no mechanical malfunctions or anomalies that would have precluded normal operation.
The density altitude at the time of the accident was calculated to be over 8,200 ft. Review of airplane manufacturer's takeoff performance charts revealed that the conditions present at the time of the accident exceeded the airplane's takeoff performance limitations. It is likely that, as the pilot attempted to take off uphill in high density altitude conditions, he exceeded the airplane's critical angle of attack, and the airplane experienced an aerodynamic stall/spin at low altitude.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's inadequate preflight performance planning and his operation of the airplane outside of the manufacturer's specified performance limitations, which resulted in his exceedance of the airplane's critical angle of attack and a subsequent aerodynamic stall/spin.
Brian Neal Handy, 46, of Bozeman, Montana
Cowdog Flyers LLC: http://registry.faa.gov/N66255
Flight Standards District Office: FAA Helena FSDO-05
NTSB Identification: WPR14LA305
14 CFR Part 91: General Aviation
Accident occurred Monday, July 21, 2014 in Russian Flat, MT
Aircraft: CESSNA 150M, registration: N66255
Injuries: 1 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On July 21, 2014, about 1325 mountain daylight time, the wreckage of a Cessna 150M airplane, N66255, was discovered at the west end of Russian Flat Airport, Russian Flat, Montana, by a driver passing by on the nearby highway. The airplane was registered to Cowdog Flyers LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot, the sole occupant of the airplane, sustained fatal injuries and the airplane sustained substantial damage. Visual meteorological conditions prevailed at the time of the flight, and no flight plan had been filed. The flight originated from Bozeman, Montana, about 1236.
A Federal Aviation Administration (FAA) aviation safety inspector from the Helena Flight Standards District Office who went on-scene reported that the airplane was located about 570 feet from the end of runway 25 at Russian Flat Airport. The wreckage was in an open area of swamp land with the engine and nose of the airplane partially submerged in water. The airplane impacted the water in a near vertical attitude and sustained substantial damage to the fuselage and wings.
The airplane's right wing remained attached to the fuselage, and the entire leading edge exhibited extensive spanwise leading edge aft crushing. The lift strut remained attached to its attach points, and was free of impact damage. The right wing was displaced about 60 degrees aft of the lateral axis of the airplane.
The airplane's left wing remained attached to the fuselage, and was relatively free of impact damage. The left wing was displaced about 60 degrees forward of the lateral axis of the airplane.
Both left and right wing flaps were found in the retracted or "0" position. Due to a lack of tension on the direct control cables, flight control continuity could not be established on scene.
The tail structure of the airplane was displaced about 50 degrees right of the longitudinal axis.
The propeller remained attached to the engine crankshaft. One propeller blade exhibited substantial torsional "S" twisting and chordwise scratching. The other propeller blade exhibited leading edge gouging and chordwise scratching.
The examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Convective rain shower and thunderstorm activity was prevalent around the accident site and central Montana at the time of the accident. Weather radar imagery showed a rain shower near the accident site around the same time as the accident and weather satellite data confirmed the movement of these rain showers/thunderstorms from west to east. Non-official surface observation data from a location next to the accident site indicated the strongest wind and gusts around the estimated accident time. When the rain showers/thunderstorms passed official sites there were surface wind gusts to 31 knots. The forecast valid at the accident time did warn of rain showers and thunderstorms in the central weather service unit advisory (CWA) and Area Forecast and closest terminal area forecast.
A detailed weather study is located in the public docket for this accident.
Remarks listed in the Airport Facilities Directory for Russian Flat Airport stated that Runway 25 had a 2% uphill slope to the west and recommended that pilots take off on runway 07 and land runway 25, conditions permitting. There was also a note cautioning pilots to check density altitude as Russian Flat airport was considered "high elevation."
The closest non-official weather station, South Fork Judith, located about 1 mile east of the accident location, at an elevation of 6,300 feet, reported a temperature of 68 degrees F and a dewpoint of 47 degrees F. By utilizing the closest altimeter setting of 30.00 from the Lewistown Municipal Airport, 44 miles northeast of the accident site, combined with the Russian Flat Airport field elevation of 6,336 feet, the pressure altitude was about 6,256 feet. Pressure altitude is calculated using the following formula:
[1000 x (standard pressure – current pressure) + field elevation]
By imputing the derived pressure altitude into the density altitude formula, the density altitude at Russian Flat Airport at the time of the accident was about 8,296 feet. The density altitude formula, utilizing degrees Celsius is:
Pressure Altitude + [120 x (OAT – ISA)]
A review of the manufacturer's supplied Flaps Retracted Takeoff Distance chart, located in the Pilot's Operating Handbook revealed that the weather conditions present at the time of the accident exceeded the chart's performance parameters. As a result, takeoff performance calculations were not determined. The maximum altitude for which takeoff data was supplied was 7,500 feet, 796 feet lower than the density altitude at the time of the accident. Furthermore, the data provided did not include penalties or enhancements for sloped or wet grass runways.
According to the FAA's Airplane Flying Handbook, FAA-H-8083-25, an increase in density altitude can produce a greater takeoff speed, decreased thrust and reduced net accelerating force. Also, "an increase in altitude above standard sea level will bring an immediate decrease in power output for the unsupercharged reciprocating engine.
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office: Baton Rouge, Louisiana, Louisiana
Federal Aviation Administration AVP-100; Washington, District of Columbia
Federal Aviation Administration Rotorcraft Directorate; Dallas, Texas
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N598PB
Location: Shreveport, LA
Accident Number: CEN17FA103
Date & Time: 02/15/2017, 0023 CST
Registration: N598PB
Aircraft: BELL HELICOPTER TEXTRON CANADA 429
Aircraft Damage: Substantial
Defining Event: Controlled flight into terr/obj (CFIT)
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
On February 15, 2017, at 0023 central standard time, a Bell 429 helicopter, N598PB, impacted terrain and water at Wallace Lake near Shreveport, Louisiana. The private rated pilot and passenger were both fatally injured. The helicopter was substantially damaged. The helicopter was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Dark night instrument meteorological conditions (IMC) prevailed for the flight, which operated without a flight plan. The flight originated from a field in Bossier City, Louisiana, and was en route to Center Municipal Airport (F17), Center, Texas.
The helicopter was in contact with air traffic control. When the helicopter disappeared from radar unexpectedly and did not respond to radio communications, it was the subject of an alert notice and was located on the afternoon of February 15. The wreckage was located at the southern end of Wallace Lake.
Pilot Information
Certificate: Private
Age: 54, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/26/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 900 hours (Total, all aircraft), 30 hours (Total, this make and model)
The pilot held a private pilot certificate with ratings for helicopter, airplane single-engine land, multi-engine land, and instrument airplane. His log books were not recovered during the investigation and the pilot's total time, and night experience is not known. While the pilot held a rating for instrument airplane, it is not known how much training the pilot obtained, if any, for an instrument helicopter rating.
On May 26, 2015, the pilot was issued a third-class medical certificate with the limitation that he "must wear correct lenses for near and distant vision." He reported no medication use.
The pilot attended the Bell Training Academy at the end of October 2016. During his training, he logged 9.2 hours of flight instruction of the Bell 429 to include operation of the auto pilot. In addition, he logged 5.2 hours of flight instruction in a flight training device which included Auto Pilot Operation, use of the on-board flight planning devices, and inadvertent flight into IMC. All maneuvers performed were evaluated to the Federal Aviation Administration (FAA) Practical Test Standards Test tolerances.
Aircraft and Owner/Operator Information
Aircraft Make: BELL HELICOPTER TEXTRON CANADA
Registration: N598PB
Model/Series: 429 NO SERIES
Aircraft Category: Helicopter
Year of Manufacture: 2014
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 57249
Landing Gear Type: Skid
Seats: 5
Date/Type of Last Inspection: 10/27/2016, Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 18 Hours
Engines: 2 Turbo Shaft
Airframe Total Time: 30 Hours at time of accident
Engine Manufacturer: P&W CANADA
ELT: C126 installed, not activated
Engine Model/Series: PW207D1
Registered Owner: BAILEY TERRY
Rated Power: 710 hp
Operator: On file
Operating Certificate(s) Held: None
The Bell 429 intermediate helicopter is an eight-seat twin engine, Category A, single pilot IFR certified rotorcraft. It is equipped with autopilot and force trim systems. The force trim system uses a spring force to hold the flight controls to a detent position. The detent position can be moved anywhere in the control range by either releasing the fight control from the spring mechanism and re-engaging it in a different position, or by driving it to a new position using a motorized actuator. The pilot can also fly the controls without releasing the force trim, but in this case the pilot must work against the spring force to make control inputs. Force trim is required for the autopilot to couple to the flight director.
Complete maintenance logbooks were not recovered. Of the records located, a listing of scheduled maintenance inspections completed on October 31, 2016, reported the helicopter had accrued 12.1 total hours. The last annual inspection was performed on October 27, 2016, at a total time of 10.0 hours.
The pilot purchased the helicopter on July 1, 2016. The helicopter had accrued approximately 30 hours.
Meteorological Information and Flight Plan
Conditions at Accident Site: Instrument Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: KSHV, 259 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 1249 CST
Direction from Accident Site: 324°
Lowest Cloud Condition: Thin Broken / 1000 ft agl
Visibility: 7 Miles
Lowest Ceiling: Broken / 1000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 320°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.93 inches Hg
Temperature/Dew Point: 8°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bossier City, LA
Type of Flight Plan Filed: None
Destination: Center, TX (F17)
Type of Clearance: None
Departure Time:
Type of Airspace:
A weather study was conducted by a National Transportation Safety Board (NTSB) Meteorologist. At 2356, an automated weather reporting station located at Shreveport Municipal Airport (KSHV), Shreveport, Louisiana, 10 nautical miles north of the accident site, reported wind from 320° at 11 knots, visibility 4 statute miles with light drizzle and mist, a broken ceiling at 700 ft, overcast at 1,300 ft, temperature 45° F, dew point 45° F, and a barometric pressure of 29.93 inches. There was a remark that drizzle began at 2251, and the ceiling varied between 500 ft and 900 ft.
At 0049, the same station reported a wind from 320° at 9 knots, visibility 7 miles, a broken ceiling at 1,000 ft, overcast at 1,400 ft. There was a remark that drizzle ended at 0047.
A review of data from the closest National Weather Service Surveillance Radar-1988, Doppler, located at KSHV, found that near the accident site at the accident time, conditions were conducive for IMC and drizzle. There were no lightning strikes around the accident site at the accident time.
Two Airmen's Meteorological Information (AIRMET) were issued at 2045 CST on February 14, for forecasted instrument flight rules (IFR) conditions due to precipitation and mist, and possible moderate turbulence below 8,000 ft. Both AIRMETs were valid until 0900 on February 15.
The phase of the Moon was waning gibbous with 78% of the Moon's visible disk illuminated. With the extensive cloud cover above the accident site at the accident time, the Moon would not have been visible.
A search of official weather briefings sources did not locate a pilot's request for weather prior to the accident flight.
The complete weather study report is located in the docket of this report.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 32.311389, -93.705556
Damage to several trees and a large crater were consistent with the helicopter's impact with terrain. The debris field fanned out about 20° either side of a 320° magnetic heading for about 80 yards in a marshy area of Wallace Lake. There was evidence of a post-impact fire in the debris field. The helicopter was fragmented in multiple location and scattered throughout the debris field. The main wreckage consisted of the fuselage and main rotor hub which came to rest near the end of the debris field.
The helicopter was removed from the marsh and transported to the shore for documentation and examination. The examination did not reveal any preimpact anomalies with the helicopter. The helicopter's display unit (DU) retains non-volatile memory and was sent to Bell Helicopter, Fort Worth, Texas, for download.
Display Unit Download
Under the auspices of the NTSB and Federal Aviation Administration (FAA), the DU was downloaded and the information plotted. A review of the information revealed that the helicopter lifted off and departed a field near the Horseshoe Casino, Bossier City, Louisiana, at 0015. The helicopter departed to the southwest and then flew near the Red River, as it headed to the southeast, and maintained an altitude between 800 to 1,000 ft mean sea level (msl). At 0019, the helicopter made a right turn and flew to the southwest. As the helicopter tracked southwest on a 230° heading, the altitude dropped to about 600 ft msl or 500 ft above ground level (agl). At 0022, the helicopter turned 30° bank left turn. The helicopter descended in the turn to about 420 ft agl, before it pitched up to 40° nose high, resulting in 2,500 ft per minute (fpm) climb to 1,470 msl (1,386 agl). The helicopter momentarily stabilized on a 055° heading. At 0023:00 then exceeded a 45° left bank and the pitch exceeded 40° nose low. The time of the last capture was 0023:13, with the helicopter traveling 167 knots and descending more than 8,800 fpm. Control inputs were performed by the pilot up to and including the last capture.
During the flight, no problems with airframe or engine control inputs were detected. Data captured revealed that the pilot flew a majority of the accident with the Force Trim off. He also did not select any flight director modes. At 0022:46 (27 seconds prior to impact), the pilot armed the airspeed hold mode. The pilot's action would have presented him flight director commands, but due to the Force Trim being off, the autopilot could not engage to hold this mode. At 0022:56 (18 seconds prior to impact), the pilot turned on the Force Trim. However, the pilot did not reselect an attitude mode for the autopilot to engage to a mode. The manufacturer recommends turning on Force Trim shortly after takeoff.
Communications
About 0017, an air traffic controller from KSHV contacted the pilot since the helicopter had entered Class C airspace. The controller informed the pilot of the Class C airspace and the pilot proceeded on course to F17. No radar services were provided, and no distress call was recorded.
Medical And Pathological Information
Due to the condition of the remains, the De Soto Parish Coroner's Office, Mansfield, Louisiana, was not able to perform an autopsy.
The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on samples from the pilot. Testing was negative for ethanol. Testing detected amphetamine, dihydrododeine, nordiazepam, oxazepam, and temazepam.
Amphetamine is a Schedule II controlled substance available by prescription that stimulates the central nervous system available by prescription for the treatment of attention deficit disorder (ADD) and narcolepsy. Dihydrocodeine is an active metabolite of hydrocodone, a Schedule II opioid medication.
According to records obtained from the pilot's primary care physician, he had a longstanding diagnosis of attention deficit disorder and had been treated with Vyvanse since before April 2015, (the first available visit record). He also had a history of joint pain for which he intermittently used hydrocodone. In 2015, he had an obstructing kidney stone and had been given a prescription for diazepam. His last visit was on January 24, 2017, for a review of his attention deficit disorder and mildly elevated blood pressure. No comment was made in the physician's record regarding any symptoms from the ADD or the effectiveness of the medication.
Additional Information
Spatial Disorientation
The FAA Pilot's Handbook of Aeronautical Knowledge, chapter 16, "Aeromedical Factors," stated, "Under normal flight conditions, when there is a visual reference to the horizon and ground, the sensory system in the inner ear helps to identify the pitch, roll, and yaw movements of the aircraft. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which normal motions and forces create convincing illusions that are difficult to overcome…Unless a pilot has many hours of training in instrument flight, flight should be avoided in reduced visibility or at night when the horizon is not visible. A pilot can reduce susceptibility to disorienting illusions through training and awareness and learning to rely totally on flight instruments."
At the time of this report's creation, the FAA's Helicopter Flying Handbook, FAA-H-8083-21A, dated 2017, does not contain a section on spatial disorientation.
Inadvertent Entry into IMC
The FAA's Helicopter Flying Handbook, FAA-H-8083-21A, dated 2017, chapter 12, page 4, states, "Deteriorating weather is even harder to detect at night…". In addition, 5 basic steps "that every pilot should be ultimately familiar with and should be executed immediately after inadvertently entering IMC.
1. Attitude—level the wings on the attitude indicator, both pitch and bank.
2. Heading—pick a heading that is known to be free of obstacles and maintain it. This may be 180° from your current heading.
3. Power—adjust to a climb power setting.
4. Airspeed—adjust to a climb airspeed.
5. Trim—maintain coordinated flight so that an unusual attitude will not develop.
Workload Management
The FAA's Helicopter Flying Handbook, FAA-H-8083-21A, dated 2017, chapter 14, "Effective Aeronautical Decision-Making," states, "Another important part of managing workload is recognizing a work overload situation. The first effect of high workload is that a pilot begins to work faster. As workload increases, attention cannot be devoted to several tasks at one time, and a pilot may begin to focus on one item. When a pilot becomes task saturated, there is no awareness of additional inputs from various sources, so decisions may be made on incomplete information, and the possibility of error increases. A very good example of this is inadvertent IMC. Once entering into bad weather, work overload becomes immediate. Mentally, the pilot must transition from flying outside of the aircraft to flying inside the aircraft. Losing all visual references can cause sensory overload and the ability to think rationally is gone. Instead of trusting the aircrafts instruments, pilots try to hang on to the little visual references that they have and forget all about the other factors surrounding them. Instead of slowing the helicopter down they increase airspeed. Because they are looking down for visual references they forget about the hazards in front of them and finally, because they are not looking at the flight instruments, the aircraft is not level. All of this can be avoided by proper training and proper planning. If going inadvertent IMC is your only course of action, pilots must commit to it and fly the helicopter using only the flight instruments and not trying to follow what little visual references they have."
NTSB Identification: CEN17FA103
14 CFR Part 91: General Aviation
Accident occurred Wednesday, February 15, 2017 in Shreveport, LA
Aircraft: BELL HELICOPTER TEXTRON CANADA 429, registration: N598PB
Injuries: 2 Fatal.
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. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On February 15, 2017, about 0025 central standard time, a Bell 429 helicopter, N598PB, impacted terrain and water at Wallace Lake near Shreveport, Louisiana. The private rated pilot and passenger were both fatally injured, and the helicopter was substantially damaged. The helicopter was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument metrological conditions prevailed for the flight, which operated without a flight plan. The flight originated from a field in Bossier City, Louisiana, about 0015 and was en route to Center Municipal Airport (F17), Center, Texas.
The helicopter was the subject of an alert notice and was located the afternoon of February 15. The wreckage was located at the southern end of Wallace Lake. The first impact point consisted of tree strikes followed by an impact crater in a muddy area just prior to the lake. The debris field generally followed a 320° heading and was about 200 feet long in a muddy area of the lake. The main wreckage consisted of the engines, top of the fuselage and the main rotor blades. All major helicopter components were located at the accident site.
The helicopter was documented on-scene and recovered to a secure facility.
At 0049, an automated weather reporting facility at Shreveport Regional Airport, about 10 miles northwest of the accident site, recorded a wind from 320° at 9 knots, visibility 7 miles, a broken ceiling at 1,000 ft, an overcast ceiling at 1,400 ft, temperature 46° F, dew point 45° F, a barometric pressure of 29.93 inches, and a remark for a variable ceiling from 600 ft to 1,400 ft.
Terry and Pam Bailey
Terry and Pamela Bailey
DESOTO PARISH, LA (KSLA) -
Authorities have recovered the remains of the pilot and passenger killed in the crash of a helicopter in Wallace Lake.
The bodies of two people have been recovered in a deadly helicopter crash in DeSoto Parish.
DeSoto Parish Sheriff's Office confirms that the remains were recovered around 9 p.m. on Wednesday.
The investigation continues into the crash that is believed to have claimed the lives of a couple from Center, TX.
DeSoto Sheriff Rodney Arbuckle says that belief is based on information from relatives of Terry and Pamela Bailey, along with the registration information connected to the Bell B429 that crashed into the lake late Tuesday night or early Wednesday morning.
"We believe that to be (the case), but the positive ID would have to come through the coroner's office," said the sheriff, whose deputies are guarding the crash site until the wreckage can be removed.
Family members have told the sheriff's office that the Baileys had flown to Horseshoe Casino in Bossier City for a Valentine's Day dinner.
"They departed from there and didn't make it home."
Officials with the Federal Aviation Administration and National Transportation Safety Board were on the scene at 8 a.m on the lake that straddles Caddo and DeSoto parishes.
DeSoto sheriff's Capt. Jayson Richardson said the couple was flying in the helicopter at a top speed of 178 miles per hour.
The wreckage was spotted around 1 p.m. Wednesday after crews were battling overgrowth of giant Salvinia to find it.
The crash left a trail through the trees and seemed to have crashed at a high rate of speed. Fire still was burning late Wednesday night as efforts began to recover their remains.
Richardson said that this recovery operation requires different equipment.
"We've worked with Caddo, we've worked with Bossier Parish, they brought in an airboat," Richardson said. "We have a hydro track, which allowed us to get in the locations like that, and it still proved difficult even with all that equipment. So it was a mutual thing, and we were able to all come together and make that happen."
Richardson also said that crews are having to build a road to access the crash site.
Richardson said they've heard a few reports from people near the area who may have heard a crash but did not see the helicopter go down.
Crews from Shreveport Fire Department, Louisiana Wildlife and Fisheries, LifeAir Medical Helicopter assisted with the search.
On Thursday, Center, TX, Mayor David Chadwick released the following statement about the deaths of the Baileys:
"The City of Center grieves with the family of Pam and Terry Bailey in the tragic loss of these two native citizens and friends. Mr. and Mrs. Bailey had a deep love for their community and enjoyed being a part of its growth and success. We will miss their devotion to our community and its citizens, their vision and spirit of entrepreneurship, their generosity and Christian witness in their daily walk. They have enriched our lives and leave a lasting footprint in our community."
Source: http://www.ksla.com
DESOTO PARISH, LA. - UPDATE: The DeSoto Parish Sheriff's Office has recovered the remains of two people from the site of a helicopter crash over Wallace Lake and tentatively identified them as Center, Texas couple Terry and Pam Bailey.
The helicopter crashed early Wednesday on the south side of Wallace Lake in DeSoto Parish
Preliminary information indicates that the Bell B429 the crash is registered to an owner in Center which was the apparent destination of the aircraft that took off from the Shreveport Downtown Airport, according to the FAA.
The National Transportation Safety Board will be in charge of the investigation.
The crash site, which is spread over 75 to 100 yards wide, is located on a swampy area on the south end of the lake. It took over an hour for authorities to get through the difficult terrain of low water, cypress tree knees and giant salvinia.
A command post has been set up at the end of Wallace Lake Road. Authorities expect the recovery effort to span several days.
DPSO crime scene investigators are processing the scene.
Search for the aircraft began around noon in response to a report of a missing helicopter. The regional FAA said it lost track of the aircraft around 12:20 a.m. Wednesday.
Multiple local emergency response agencies worked to track down the helicopter's last known location using GPS provided by the FAA. The wreckage was found around 1 p.m. by Life Air Rescue.
Then, the hard work began trying to reach the crash site by land. DeSoto sheriff's deputies used its Hydrotrac that can maneuver between land and water. Bossier Parish Sheriff's Office sent its airboat, and the Caddo Parish Sheriff's Office provided its hovercraft. Shreveport Fire Department and Louisiana Department of Wildlife and Fisheries also assisted.
PREVIOUS
The DeSoto Parish Sheriff's Office has recovered the remains of two people from the site of a helicopter crash over Wallace Lake.
The helicopter crashed overnight on the south side of Wallace Lake. Information about the victims is not immediately available.
Preliminary information indicates that the Bell B429 is registered to an owner in Center, Texas, which was the apparent destination of the aircraft that took off from the Shreveport Downtown Airport, according to the FAA.
FAA investigators are on their way to the site and the National Transportation Safety Board has been notified. The NTSB will be in charge of the investigation.
The crash site, which is spread over 75 to 100 yards wide, is located on a swampy area on the south end of the lake. It took over an hour for authorities to get through the difficult terrain of low water, cypress tree knees and giant salvinia.
A command post has been set up at the end of Wallace Lake Road. Authorities expect the recovery effort to span several days.
DPSO crime scene investigators will process the scene. The FAA has provided guidance on what information they are looking for. FAA is expected to have personnel on site Thursday.
Search for the aircraft began before noon in response to a report of a missing helicopter.
The wreckage was found around 1 p.m. by the DeSoto Parish sheriff's helicopter pilot who was scouring the area.
Emergency response crews then had to assemble equipment to physically get to the site.
Sheriff Rodney Arbuckle described the location as "in the back of Wallace Lake."
Arbuckle said initial information provided to him indicated a man who was piloting his helicopter did not return home last night. The Federal Aviation Administration said the aircraft was last spotted near the south end of Wallace Lake in DeSoto Parish.
The DeSoto Parish Sheriff's Office is joined by Caddo Parish Sheriff's Office, Shreveport Fire Department and Louisiana Department of Wildlife and Fisheries in the recovery effort.
Source: http://www.cbs19.tv
DESOTO PARISH, LA (KSLA) -
The bodies of two people have been recovered in a deadly helicopter crash in DeSoto Parish.
DeSoto Parish Sheriff's Office confirms that the remains were recovered before midnight on Wednesday.
Two people were on board a helicopter when it crashed today in Wallace Lake, the FAA reports.
The Bell B429 is believed to have been flying from Shreveport Downtown Airport to Shelby County, Texas.
"It appears that nobody has survived this crash. And we are just trying to make the recovery of the body at this time," DeSoto Sheriff Rodney Arbuckle said.
Preliminary information indicated that the aircraft is registered to someone in Center, Texas, the FAA reports.
The FAA now says the helicopter's tail or N number has been confirmed as N598PB.
The FAA's registry lists that aircraft as a Bell B429 registered to Terry Bailey of the 1000 block of Southview Circle in Center.
People who live in Center tell KSLA News 12 everyone is heartbroken after hearing the news.
"They were known by everyone here, and everybody loved them and they helped a lot of people. They had a lot of people that worked for them and a lot of people that knew them, and they are both from good families and we're just all devastated," said Lillian Shofner who owns a small business on the square.
Representatives of the DeSoto and Caddo coroner's offices arrived at a well site on the southern end of Wallace Lake and now are being taken to the wreckage.
That's near where first responders searching for a missing helicopter have been battling overgrowth of giant salvinia in their attempts to get to wreckage found on the DeSoto side of the lake.
Authorities from multiple agencies also are working to figure out what led up to the aircraft crashing.
Crews converged on Wallace Lake near the Caddo-DeSoto line after the wreckage was spotted about 1 p.m. today.
DeSoto Parish sheriff's deputies were trying to reach the wreckage from that side of the lake.
Meantime, Shreveport Fire Department crews launched a boat from the Caddo side of the lake.
The DeSoto Parish Sheriff's Office used a helicopter to help search for the missing chopper.
The LifeAir medical helicopter also was asked to help with the search and discovered the wreckage.
Officials from Louisiana Department of Wildlife and Fisheries confirm that crews from Caddo Parish called and asked for a boat to search Wallace Lake.
FAA investigators are on their way to the site.
The National Transportation Safety Board has been notified and will be in charge of the investigation.
Story and video: http://www.14news.com
Update 5:51 p.m.: The helicopter that crashed in Wallace Lake is registered to Terry Bailey, owner of High Roller Wells LLC of Center, Texas, which provides water disposal and hauling services for oil and gas companies, according to the aircraft registration number released minutes ago by the FAA.
Update 5:25 p.m.: Manufacturer specifications for the type of helicopter that crashed into Wallace Lake – a Bell B429, according to the FAA – specify maximum seating for seven, maximum flight time of 4.5 hours and a range of 472 miles. Bell received FAA certification for the aircraft in 2009. It is often used as an air ambulance.
Update 4:43 p.m.: DeSoto Parish Sheriff Rodney Arbuckle said recovery of the wreckage would be a multi-day effort. At this point, officers still can't reach the crash site. Arbuckle said he believes there are no survivors.
The helicopter crashed into water, but the path to the crash site leads through a marshy area studded with brush and trees.
Arbuckle said the helicopter must have hit trees on its way down because there was a small fire when rescue crews arrived on the scene. Police believe the helicopter crashed about a mile into the lake.
Wallace Lake straddles the Caddo and DeSoto Parish line. The crash site is in DeSoto Parish on the south side of the lake.
A helicopter has crashed into Wallace Lake in DeSoto Parish. Police believe two people were on board (Photo: Seth Dickerson/The Shreveport Times)
Update 4:37 a.m.: Two people were on board the helicopter that crashed into Wallace Lake earlier today, said Lynn Lunsford, the FAA's Mid-States public affairs manager.
From an FAA statement:
A Bell B429 helicopter with two people aboard crashed under unknown circumstances into Wallace Lake today, about 10 miles southeast of Shreveport. The aircraft is believed to have been flying from Shreveport Downtown Airport to Center, Texas, when the accident occurred.
FAA investigators are on their way to the site and the National Transportation Safety Board has been notified. The NTSB will be in charge of the investigation.
The FAA and NTSB do not release the names of pilots or passengers in air accidents. Those will be provided by local officials after relatives have been notified.
The FAA will release the tail number of the aircraft after accident investigators are able to verify it. Preliminary information indicates that the aircraft was registered to an owner in Center.
Original story:
Crews from Shreveport Fire, Caddo Parish Sheriff's Office, DeSoto Sheriff's Office and Desoto Fire are all part of a Wednesday recovery effort of a helicopter that has crashed into Wallace Lake.
Shreveport Fire EMS officer Clarence Reese said the fire department was called to the scene shortly after noon. After being alerted to the possible crash, Reese said Life Air sent a helicopter up to locate the wreckage.
Blake Woodward with the Desoto Parish Sheriff's Office says the helicopter is believed to have crashed last night.
It is unclear if there were any survivors or if any bodies have been discovered.
Source: http://www.shreveporttimes.com
