History of Flight
On July 22, 2013, at about 2220 Pacific daylight time, a rescue officer was fatally injured during a rescue hoist operation from a Bell HH-1H helicopter, registration N233JP, near Mount Charleston, Nevada. The Las Vegas Metropolitan Police Department (LVMPD) operated the helicopter as a public-use aircraft flight. The crew consisted of two commercial pilots, a crew chief/hoist operator, and two rescue officers. The helicopter was not damaged. The flight departed North Las Vegas, Nevada, around 2150. Night visual meteorological conditions prevailed; no flight plan was filed.
The mission was to rescue a stranded hiker. During the hoist back to the helicopter, the rescue officer fell and was fatally injured. The hiker was recovered without injury.
The hiker reported that after the helicopter arrived, he watched as the rescuer was lowered. The rescuer remained attached to the hoist hook while putting the hiker into a strop harness. The hiker heard a sound like a carabiner unclipping. As the hoist cable ascended, the rescuer's movements changed. The hiker was lifted and felt the rescuer grab his waist before falling away. The hiker was hoisted into the helicopter.
Personnel Information
The 45-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, rotorcraft, and instrument airplane and rotorcraft, and a certified flight instructor certificate for helicopters. He held a second-class medical certificate issued July 31, 2012, with no limitations or waivers. He had 2,754 total flight hours, with 100 hours in the last 90 days and 35 in the last 30. He had 90 hours in the accident helicopter make and model. He completed a biennial flight review on January 10, 2012, and had 145 hours of rescue flight time, including training, and had completed 38 rescues in two years as a rescue pilot for LVMPD.
The crew chief/hoist operator was assigned to operate the hoist from the right side and assist with clearance. The hoist operator stated that after arriving, an assessment was made. The rescuer suggested using a strop harness and remained attached to the hoist hook. The rescuer was lowered, and the hoist operator informed the pilot that once the load was secure, the helicopter could move left and aft. The hoist operator saw the rescuer signal to begin hoisting, observed the hiker and rescuer lift off and rotate normally. He felt a weight change on the cable and saw the rescuer fall.
The search and rescue officer (SAR officer) was the left side crew member. He noted that most hoist rescues used a standard body harness, but due to the hiker's location, the crew decided to keep the rescuer attached to the hook and use the strop harness. The SAR officer did not see the attachment method. He heard the hoist operator report the fall and saw the rescuer tumbling down the mountainside.
Aircraft Information
The helicopter was a Bell HH-1H, serial number 70-2478, with a total airframe time of 6,630 hours at the time of the accident. It was operated under a public-use exemption. It was equipped with night vision lighting from military service but was not certified for night vision goggle operations. The hoist system included a Lucas Aerospace Cargo System, Goodrich boom and winch assemblies, and the original hook (PN 42305-283). Post-accident examination of the hoist, winch, and harness connections revealed no abnormalities. The hook had non-locking gates. The main hook was rated for 3,000 pounds, the secondary hook for 1,000 pounds, the eyelet for 1,500 pounds, and the hoist was rated for 600 pounds with design limits of 1,800 pounds and ultimate load of 2,700 pounds.
Meteorological Information
The closest official weather observation station was North Las Vegas Airport, 22 nautical miles east of the accident site. At 2153, the METAR reported wind from 110° at 6 knots, visibility 10 miles, clear skies, temperature 33°C, dew point 14°C, and altimeter 29.93 inHg.
Communications
The helicopter was not equipped for direct intercommunication between the hoist operator and the rescuer; only hand signals were used. FAA regulation Part 133.45(e)-(2) requires direct radio intercommunications among required crewmembers, but LVMPD was exempt as a public-use agency.
Medical and Pathological Information
The Clark County Coroner performed an autopsy on July 23, 2013, determining the cause of death as multiple blunt force injuries due to a fall.
Tests and Research
Investigators examined the helicopter and the hoist system on August 8, 2013, finding no mechanical anomalies. The rescuer's harness and the hoist hook were analyzed at the NTSB materials laboratory; no anomalies were noted.
Additional Information
The National SAR Academy Training Manual described unintentional disengagement (dynamic rollout) as the inadvertent release of a load when a carabiner rides up against the safety latch, which can self-release. The manual referenced a fatal accident in December 1995 involving an Australian Navy S-70B-2 helicopter. The Lifesaving Systems Corp. Quick Strop Model 214 is described; it has a friction slide and a strap that terminates in a snap hook. The manual cautions that deploying a rescue strop without a rescuer is not recommended. As a result of this accident, LVMPD modified their aviation program: the rescue hook was replaced with a self-locking safety mechanism, standardized hand signals and two-way communication were implemented, and visibility was improved with high-visibility clothing, reflective tape, and lights during night operations.