Utah copter crash spurs safety list

WASHINGTON — A Utah Life Flight helicopter crash three years ago in dense fog has helped the National Transportation Safety Board establish new safety recommendations for medical emergency flights nationwide.

Local operators of emergency medical planes and helicopters say they already adhere to most of the recommendations, but some would change policies or at least add new equipment faster if the Federal Aviation Administration would turn the recommendations into requirements.

The NTSB approved a special investigation report Wednesday that focused on emergency medical services. It will forward four recommendations for new requirements to the FAA, which will report back to the board in about three months with a decision on what to do next.

The board recommended:

• Stricter crew and weather rules.

• Terrain monitoring equipment.

• Risk assessment program development.

• A formal dispatch and weather information system for all flights.

The official recommendations do not include a requirement for night-vision goggles, but the investigators presenting the report encouraged their use, too.

In its investigation, the board staff studied the 55 emergency medical services aircraft accidents that took place between January 2002 and January 2005 and highlighted seven it felt provided the best examples of the recurring safety issues it found involved in the accidents.

On Jan. 10, 2003, an Intermountain Health Care Life Flight helicopter crashed near the Salt Lake City International Airport, killing pilot Craig Bingham and paramedic Mario Guerrero. Flight nurse Stein Rosqvist was seriously injured.

The board investigation found flying in adverse weather and fog to be the main reasons for the crash, according to its report.

Another Life Flight crash in Salt Lake City in June 2003, apparently related to a mechanical failure, killed the pilot and injured two others.

But for purposes of its new safety recommendations, the board focused on the weather-related Life Flight crash of January 2003.

Jeff Guzzetti, the board's deputy director for regional investigations, used the January 2003 crash to illustrate the need for flight risk evaluation programs.