Welcome to the Summer 2025 US Helicopter Safety Team e-newsletter! Like many of us, summer can never last long enough, hence we decided to issue the Summer newsletter in August, just to give you more summer! What does summer mean to you…longer flying days, doors off weather, greener landscapes. The USHST sincerely appreciates your time and participation, and your commitment to flying safely. It sounds easy enough, but we experience challenges even during the endless days of summer.
Speaking of endless days, congratulations to Jill Browning (Sikorsky), Sara Cotes, Daniel Mollicone (Pulsar Informatics) and their team for publishing Helicopter Safety Enhancement (H-SE) 23-04, Fatigue in Helicopter Operations! https://ushst.pulsarinformatics.com/wp-content/uploads/2025/07/USHST-Fatigue-in-Helicopter-Operations-White-Paper-Output-1-2025-07-18.pdf
More about this later in the newsletter.
If you are first joining us, or participate regularly, we are excited to have you as a member of the team and hope you will take advantage of your USHST resources. If you would like to share your experiences & feedback, please visit us at https://ushst.org/join-ushst/ or let us know if you would be interested in volunteering.
The USHST is comprised of experienced, dedicated volunteers from across our industry, who are committed to eliminating fatal accidents. Our volunteers are from the Helicopter OEM’s, Flight Schools, FAA, NTSB, and industry advocacy groups, led by VAI – Vertical Aviation International. We’ve all come together to reduce accidents in our helicopter community. The USHST also participates with the VAST – Vertical Aviation Safety Team, which consists of International Regional Safety Helicopter Teams, which we are part of.
Since our Spring 2025 newsletter, fatal US helicopter accidents were trending in a favorable direction but that changed on Friday 23 May 2025 at 0715 when a Student Pilot crashed in N1195P, a Robinson R44 Raven II in fog near Miami Texas.
- Insight – The person who the pilot was meeting in Amarillo stated that the pilot called him at 0712 while enroute. The pilot told him that he was concerned about the fog. The conversation lasted about 4 minutes until he told the pilot to hang up so he could focus on flying. A local R44 pilot stated that he had cancelled his personal flight on the morning of the accident in Canadian, Texas, about 20 nm northeast of the accident site, due to low clouds and fog. A witness near the accident site stated that he was outside when he heard the helicopter approaching from the east. The weather conditions were foggy with low clouds and mist. He could not determine the exact altitude of the cloud layer because the fog was so low. Due to the fog and low clouds, he could not discern the color of the helicopter, and it just looked like a dark silhouette, but it was flying very low and appeared to be having trouble maintaining control. The helicopter was flying west when it descended below the terrain in a small valley, then climbed up with the nose low and appeared to climb backwards. After the backwards climb, it leveled off very briefly, then made a rapid forward descent toward terrain, in a relatively level attitude. The helicopter was headed back to the east during the rapid descent. He did not notice any parts depart from the helicopter during the accident sequence. The helicopter impacted the ground hard and exploded.
Could this accident be prevented? What would you differently if you were the pilot? If the pilot called you, what would you have suggested?
- On Thursday, August 7, 2025, a Hughes 369D, N173AL was destroyed when it crashed into a barge on the Mississippi River, after flying into powerlines.is reported that the helicopter was engaged in powerline maintenance work, and it was destroyed when it crashed into a barge on the Mississippi River after flying into powerlines. The two occupants on board were fatally injured. No one was on board the barges at the moment of the accident.
- The helicopter was registered to the pilot, who was the president/chef owner of the Excel Helicopters LLC (the operator of the same helicopter).
We offer our deepest condolences to the family, friends, and coworkers affected by these tragic events.
Other relevant updates:
- The NTSB recently held a three-day hearing that focused on the circumstances that led to January 29th, 2025, tragic mid-air collision between a US Army Blackhawk and a CRJ-700 over the Potomac River at DCA.
- There has been focus on ACAS – Airborne Collision Avoidance Systems; collectively known as TCAS and ADS-B. Simply, TCAS is a function of the Transponder while ADS-B leverages GPS/WAAS. TCAS equipped aircraft can interrogate other aircrafts transponders, and provide both Traffic Advisories (TA’s) and Resolution Advisories (RA’s). ADS-B continuously broadcasts the aircraft position, speed altitude and Identity to both other aircraft and Air Traffic Control. Unlike legacy radar, it has much better latency, (Radar ~ 6-12 seconds) typically 2x/second. Together, they provide both traffic awareness and conflict resolution. ADS-B is often more effective at low altitudes. Currently there is no requirement for helicopters to be equipped with either TCAS or ADS-B.
- I operate a Robinson R66 helicopter that is equipped with a Garmin GTX345 transponder with ADS-B In/Out. It has provided me with timely awareness of other traffic. On a cross country several years ago, the ADS-B indicated traffic at my altitude, 12 o’clock. Beautiful, cloudless day but I didn’t see the traffic. Regardless, I descended and turned right of course, thinking maybe this was a ”phantom” target. But a moment later a Cirrus passed overhead; its wings never moved, so I guess it didn’t see me. I’m a believer. I operate other aircraft with ADS-B In and having both TCAS + ADS-B provides both traffic collision avoidance + traffic awareness. I’ve had several RA’s – Resolution Advisories in my career day/night and in good weather and bad; I am grateful for the technology.
- There have been several reactionary changes to the network of FAA Helicopter Routes, which has created confusion versus certainty between pilots and controllers. Collaborating with our partners at FAA & VAI, we are exploring a working group to examine this issue.
Lee Roskop from the FAA’s Aviation Safety Coordinator (Rotorcraft) AIR-723 has compiled the following statistics for your review.
Monthly Summary
July Totals: 11 accidents, 1 fatal accident, 1 fatality
- The 11 accidents tied for the lowest for the month of July for the 43 FYs on record (tied with FYs 06 and 21).
- Of the 11 accidents in July, 55% (6 of 11) involved rotorcraft working in the aerial application industry sector.
- From long term historical trends, July has commonly been the highest accident month of the FY for rotorcraft operating in aerial application. This appears likely again in FY25 after 6 of the 11 aerial accident accidents so far in the FY occurred in July.
- From preliminary investigative information, 50% of the aerial application accidents (3 of 6) during July involved a powerline strike in the event sequence.
- The single fatal accident and fatality during the month also occurred in the aerial application industry sector.
FY25 Summary
FY25 Totals: 70 accidents, 17 fatal accidents, 35 fatalities
Accidents (includes both fatal & non-fatal accidents):
- The FY25 estimated accident rate for Oct-Jul was 2.80 per 100K hours (17% lower than the same period in FY24 and 26% lower than the 5-year average for the same period).
- By percentage of overall accidents, the highest three industry sectors through 10 months of FY25 were: 1) Personal/Private (34%, 24 events), 2) Aerial Application (16%, 11 events), 3) Helicopter Air Ambulance (11%, 8 events).
- Distribution of accidents by Operating Part for FY25 through Jul was:
- Part 91 – 57%, Part 133 – 3%, Part 135 – 14%, Part 137 – 16%. Remaining accidents: 3% operated as public aircraft and 7% operated outside the U.S.
Fatal Accidents:
- The FY25 estimated fatal accident rate for Oct-Jul was 0.68 per 100K hours (19% higher than the same period in FY24 and 3% lower than the 5-year average for the same period).
- By percentage of fatal accidents, the highest industry sectors through 10 months of FY25 were: 1) Personal/Private (41%, 7 events), 2) (3-way tie), Helicopter Air Ambulance, Air Tour/Sightseeing, and Aerial Application (EACH with 12%, 2 events).
- Distribution of fatal accidents by Operating Part for FY25 through Jul was:
- Part 91 – 53%, Part 133 – 0%, Part 135 – 18%, Part 137 – 12%. Remaining fatal accidents: 6% operated as public aircraft and 12% operated outside the U.S.
Fatalities:
- The FY25 estimated fatality rate for Oct-Jul was 1.4 per 100K hours (27% higher than the same period in FY24, 3% higher than the 5-year average for the same period).
- 24% of the rotorcraft accidents from Oct – Jul had a fatality.
- By percentage of fatalities, the highest three industry sectors through 10 months of FY25 were: 1) Personal/Private (31%, 11 fatalities), 2) Air/Tour Sightseeing (29%, 10 fatalities), 3) Helicopter Air Ambulance (17%, 6 fatalities).
- Distribution of fatalities by Operating Part for FY25 through Jul was:
- Part 91 – 57%, Part 133 – 0%, Part 135 – 23%, Part 137 – 6%. Remaining fatalities: 3% on public aircraft and 11% on aircraft operated outside the U.S.
U.S. Helicopter Safety Team (USHST) Calendar Year Metrics
The USHST’s 5-year goals for 2025-2029 are based on individual 14 CFR Operating Parts, tracked by the 5-year average fatal accident rates per 100K hours.
| 14 CFR Part | Baseline, CY2018-2022 (per 100K hours) | Goal, CY2025-2029 (per 100K hours) | Progress, CY2021-2025 (per 100K hours) |
| 91 | 0.81 | 0.73 (10% reduction) | 0.6 |
| 133 | 1.73 | 1.56 (10% reduction) | 0.38 |
| 135 | 0.33 | 0.17 (50% reduction) | 0.36 |
| 137 | 1.11 | 1.00 (10% reduction) | 1.51 |
USHST uses the following as conditions for the fatal accidents included in rate calculations.
- U.S. registered aircraft
- Operating in the U.S./U.S. territories (includes offshore)
- Not operating as Public Aircraft (public use)
USHST Foundation – Peer Pilot Menal Health Program (PPP)
The USHST PPP is an all-volunteer peer-based program where a helicopter pilot dealing with a personal or professional issue can speak with an industry peer volunteer, regarding a non-life-threatening mental well-being concern in their lives. The volunteers are experienced colleagues who share and understand the helicopter profession, identifying with the pressures and risks both real and perceived that both helicopter pilots and crew encounter. Completely confidential and free of charge.
The program is at no cost to USHST members, does not involve the FAA, your medical or your employer. NO Cost, NO Risk and NO Judgement. You can go directly to the USHST Peer Pilot Program Website – https://www.ushstpeer.org/ or reach us from the USHST.org webpage or thorough the Hughes App.
Get your USHST Swag and support the PPP As a community, we can purchase Official USHST branded merchandise here https://vaigiftstore.com/ushst/ and the proceeds will fund these programs. Official USHST branded merchandise consists of a variety of apparel, and collectable items including a limited edition USHST Challenge Coin!
Modern Skies Coalition – The USHST Foundation has recently joined the Modern Skies Coalition to promote FAA modernization and safety. You can learn more about this important advocacy here. https://modernskies.com/
The FAA Rotorcraft Collective
The USHST and the FAA’s Rotorcraft Collective have been working on new videos to enhance helicopter safety. The most recent instalment – Undesired Aircraft State
Please check it out!
Helicopter Safety Enhancements or HS-Es – A Summary Report can be found here https://ushst.org/h-se-details/
HS-Es are one of the USHST’s cornerstone safety products. Each HS-E is a thoroughly researched document that is composed by Subject Matter Experts to provide a depth of understanding about a specific topic. HS-E’s can also consist of white papers with recommended practices, calls to action; or videos, posters, webinars or checklists. CFI’s – these can be a great resource for your students! In each e-USHST Newsletter, we will examine one of the HS-E’s from the USHST library.
HS-E 23-04 – Fatigue Working Group for Helicopters. You can learn more about their important work here https://ushst.pulsarinformatics.com/
