Concern Network
Article Outline
- August 1, 2008
- August 19, 2008
- August 29, 2008
- August 31, 2008
- September 2, 2008
- September 5, 2008
- September 5, 2008
- September 8, 2008
- September 9, 2008
- September 27, 2008
- September 27, 2008
- September 30, 2008
The Concern Network shares verified information to alert medical transport programs when an accident/incident has occurred. Both air and ground programs are encouraged to participate. If you have questions, contact CONCERN Coordinator David Kearns at (800)-525-3712 or www.concern-network.org.
August 1, 2008
After responding to a night scene request, the LifeNet of New York flight team identified the location of the scene by the lights coming from the emergency response vehicles that ran approximately 3/4-mile along the road in the vicinity of the scene. Upon arrival, the flight team had difficulty identifying the exact location of the LZ because it had not been set up yet. After orbiting the scene for approximately 10 minutes and communicating the location and description of the LZ with the ground personnel, the LZ was identified. The LZ was marked with flashlights and described as an open field (horse pasture) surrounded by trees with wires running east to west along the main road and wires over a fence that ran along a drive coming off of the main road.
During the high reconnaisance of the LZ, the main road and drive were identified, but the wires could not be seen. With the crew briefed, the EC135 pilot began the approach into the LZ. As the aircraft approached, the pilot identified the wires along the road and along the drive. The flight nurse sitting behind the pilot continued to search for the wires, remembering that one set was described as being over a fence. When the flight nurse identified a fence that ran through the corner of the field under the approach path of the aircraft, he began to look for the wires and identified a set directly under the rotor system of the aircraft. The flight nurse immediately announced “Stop” three times, at which time the pilot stopped his decent. The flight nurse then announced the wires under the rotor system; the pilot sitting in the co-pilot seat verified that the wires were under the tail boom of the aircraft, then the pilot in command cleared the wires and continued the approach into the LZ without incident.
After landing, there was a discussion between the pilot in command and the pilot who was conducting the local area orientation if any limitations were exceeded during the approach. Maintenance was then notified, and the patient was taken to the hospital by ground. Maintenance arrived, inspected the aircraft, found no damage, and returned the aircraft to duty.
A postflight debrief was conducted when the medical crew and pilot returned to base, and it was discovered that the flight nurse had identified an additional set of wires that were not found by the fire department during the set up of the LZ. It was also discovered that the fire department had never walked the LZ prior to setting it up; they had conducted their reconnasaince from the main road with flashlights. The results of this debriefing found that there was an excellent use of positive communication and AMRM among the flight team, specifically the flight nurse, which prevented a possible catastrophic event. It was also determined that the fire department that set up the LZ required additional or refresher training on setting them up, which was arranged the following week.
The weather was clear and not a factor.
August 19, 2008
After returning from a patient flight, the PIC of a University of Michigan Survival Flight (Ann Arbor, MI) aircraft, a Bell 430, conducted a postflight walk-around. During his inspection, the PIC noticed oil leaking from the aircraft's panels. Further inspection revealed that a large amount of transmission oil had exited the transmission housing. During shutdown, the PIC noted that there was no indication that the transmission was losing oil.
All appropriate Air Methods Corporation (AMC) personnel were informed and maintenance conducted an inspection of the aircraft. Approximately 7 quarts exited the transmission housing. Maintenance determined that the aircraft needed to be relocated to the maintenance facility. A semi-trailer was used to transport the aircraft. Survival Flight's spare Bell 430 was placed in service at 1500.
With Bell support personnel present, further inspection revealed that the lower case was leaking at a stud relief hole. Based on all indications, this was the result of a manufacturer defect. This was a new transmission case with 157.7 hours of total service. Additionally, the use of “proseal” during assembly, per the Bell maintenance manual, prevented seepage prior to this point. A new lower case was installed as per the Bell maintenance manual. Upon completion of all procedures and paperwork, this aircraft was placed back in service.
August 29, 2008
The weather was clear and not a factor. Air Methods is the vendor. At 1524 hrs, Carilion Clinic Life-Guard 10 (Roanoke, VA) lifted on a 20-minute flight for a scene mission. Fourteen minutes later, the medical flight crew reported an odor of something burning in the medical treatment area of the EC-135. Shortly after the report from the medical crew, the pilot and second medical crewmember smelled the odor in the cockpit. There was no visible smoke inside the aircraft. The pilot executed a precautionary landing on a paved private airstrip in their immediate vicinity.
The Communications Center activated the PAIP and the Air Medical Emergency Incident Command System (AMEICS). Contact was established with the flight team via cell phone upon landing. The landing was made safely with no injury or damage to the aircraft. Local county fire and rescue was contacted and placed on standby.
Carilion Clinic Life-Guard 11 was dispatched to com-plete the mission and a Carilion Clinic Patient Transportation ground ambulance was dispatched to support. At the same time there was a third medevac unit in the area on an unrelated response. Communications were established and all three aircraft were made aware of each other's situation and locations. The LG10 helicopter lifted and returned to their ground base without incident or the odor reappearing. Upon additional inspection of the aircraft, there was no evidence of damage and the condition was not repeated. Aircraft was placed back in service.
August 31, 2008
At 1:20 p.m. an Air Evac Lifeteam (West Plains, MO) crew lifted from the Burney, Indiana, fire department en route to a base in Rushville and crashed.
Pilot Roger Warren, Flight Nurse Sandra Pearson, and Flight Paramedic Wade Weston were killed in the Bell 206 L-1-C30 aircraft. The weather was clear and not a factor. The company is its own vendor.
September 2, 2008
A Lifeguard Air Emergency Services (Albuquerque, NM) flight crew was en route to Roswell Airport in a non-affiliated ground ambulance with a patient on board. The ambulance was struck broadside by another large vehicle. The ambulance sustained major damage, but the patient was not harmed. Flight Nurse Jennifer Stafford and Flight Paramedic Karen Lermuseaux reported minor injuries. Patient was transferred to another ambulance, and the transfer was completed to the receiving facility. The weather was clear and not a factor.
September 5, 2008
An Air Link (Scottsbluff, NE) crew was flying from Regional West in Nebraska to PSL in Denver with a patient on board and heard a noise. Nothing was noted with the flight pattern. The next day, a spot of blood and feathers were found on the front left of the Bell 407, but the helicopter was not damaged. The weather was clear and not a factor. Air Methods is the vendor.
September 5, 2008
A crew with Mayo One Eau Claire (Mayo Clinic Medical Transport) landed at a scene approximately 10 miles SE of base airport when the BK117B2's 4 main rotor blades impacted the wire strike cutter located above the cockpit. This was caused by cyclic input just after landing, causing the rotor disc to droop and impact the wire strike cutter. The weather was clear and not a factor. The aircraft was immediately placed out of service pending inspection. Patient care was not delayed and the patient was transported with the responding ground service to the level II trauma center in proximity. The aircraft was moved the next day via flatbed truck for thorough inspection and repair at the base hangar. The aircraft was back in service by September 11. Omniflight Helicopters is the vendor.
September 8, 2008
During a local area familiarization flight into the Providence Hospital Pacific Campus, in Everett, Washington, for a new Air Methods pilot, the Airlift Agusta Power's tail rotor made contact with an air conditioning control unit adjacent to the helipad. After the contact the aircraft was safely landed without further incident or injury to either pilot. No Airlift Northwest (Seattle, WA) nursing personnel were aboard the aircraft. Air Methods safety personnel were dispatched and the aircraft was evaluated by maintenance personnel. A replacement tail rotor was installed on September 12, and the aircraft was subsequently placed back into service on September 13. Air Methods is performing a root cause analysis of the incident. The weather was clear and not a factor.
September 9, 2008
LifeGuard Air Ambulance (Hillsboro, OR) was on a flight from Sacramento, CA, to Portland, OR. Prior to engine start and after the patient was loaded on the Lear 35, a burning smell was recognized by the flight and medical crew. A quick evacuation of the aircraft was initiated, and the patient was carried on the aerosled to the FBO, accompanied by a family member. The cause was determined to be exhaust fumes from the GPU, and the aircraft was checked out and placed back into service. The flight was then successfully completed. The weather was clear and not a factor.
September 27, 2008
While a Good Samaritan AirCare (Kearney, NE) crew was transitioning south of the local airport on approach to the base hospital, a signaling flare was shot from the ground toward the Sikorsky S76. The flare passed in front of the helicopter but did not appear to make contact with the ship or rotor disc. The helicopter was inspected by the PIC and ground safety personnel and no damage was noted.
Local city and county law enforcement were immediately notified and given a description of the approximate location from which the flare was fired. Both agencies continue to investigate. The weather was clear and not a factor. Rodgers Helicopter Service is the vendor.
September 27, 2008
At approx. 2300, Maryland State Police medevac helicopter Trooper 2 was dispatched to a traffic crash in the Waldorf area of Charles Co. south of Washington. The weather was marginal VFR. Trooper 2, an SA-365N1, responded from its hangar at the Andrews Air Force Base. Trooper 2 picked up two patients and a medical provider from the incident scene for transport to the Prince George Trauma Center. During the flight, the helicopter disappeared from radar and the OCC's flight tracking. State Police and Prince George's County Police and Fire were alerted and a search began.
Shortly before 0200 the next day, the helicopter crash site was found by Maryland State Police Aviation Command crews conducting the ground search. The crash occurred within a wooded area near Ritchie Road in Forestville, Md. Pilot Steven Bunker, Trooper/Flight Medic Madison (Mickey) Lippy, Paramedic Tanya Mallard, and 1 patient were pronounced dead at the scene. A second patient survived the crash and was transported by ground to the Prince George Hospital Center.
The cause of the crash is not known at this time. Maryland State Police investigators, the NTSB, and FAA are investigating.
A memorial fund to honor Madison Lippy was established. Those wishing to contribute may do so at Harford Financial Group, Attn: Mallory, 836 South Main Street Suite 105, Bel Air, MD 21015. Make checks payable to American Funds and reference Madison Lippy in the memo.
September 30, 2008
The MBB BK-117 B-2 belonging to STARS Air Rescue (Calgary, Alberta) was en route from Peace River, AB, to the QE II hospital in Grande Prairie, AB, with a patient on board. Approximately 20 NM north of Grande Prairie, the master caution light illuminated, along with the #1 Engine Chip Caution Panel Segment. Checklist procedures were carried out, and the engine was shut down.
Grande Prairie FSS was contacted and an emergency declared. The aircraft was diverted to the Grande Prairie Airport to carry out a precautionary landing. A single engine landing was carried out, and the aircraft was shut down without further incident. The weather was clear and not a factor.
Upon investigation by STARS Engineering staff, a very small metallic chip, described as “fuzz,” was found on the #1 engine scavenge debris monitor. The aircraft was ground run, found serviceable, and subsequently returned to service.
PII: S1067-991X(08)00245-9
doi:10.1016/j.amj.2008.10.006
