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Safety Recommendation Details

Safety Recommendation A-14-103
Details
Synopsis: On March 30, 2013, at 2320 Alaska daylight time, a Eurocopter AS350 B3 helicopter, N911AA, impacted terrain while maneuvering during a search and rescue (SAR) flight near Talkeetna, Alaska. The airline transport pilot, an Alaska state trooper serving as a flight observer for the pilot, and a stranded snowmobiler who had requested rescue were killed, and the helicopter was destroyed by impact and postcrash fire. The helicopter was registered to and operated by the Alaska Department of Public Safety (DPS) as a public aircraft operations flight under 14 Code of Federal Regulations Part 91. Instrument meteorological conditions (IMC) prevailed in the area at the time of the accident. The flight originated at 2313 from a frozen pond near the snowmobiler’s rescue location and was destined for an off-airport location about 16 mi south.
Recommendation: TO FORTY FOUR STATES, THE COMMONWEALTH OF PUERTO RICO AND THE DISTRICT OF COLUMBIA: Require all pilots who perform state law enforcement search and rescue missions to receive, on an annual basis, scenario-based simulator training in inadvertent instrument meteorological conditions that includes strategies for recognizing, avoiding, and safely escaping the conditions.
Original recommendation transmittal letter: PDF
Overall Status: Open - Await Response
Mode: Aviation
Location: Talkeetna, AK, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: ANC13GA036
Accident Reports: ​Crash Following Encounter with Instrument Meteorological Conditions After Departure from Remote Landing Site Alaska Department of Public Safety Eurocopter AS350 B3, N911AA
Report #: AAR-14-03
Accident Date: 3/30/2013
Issue Date: 11/24/2014
Date Closed:
Addressee(s) and Addressee Status: Commonwealth of Kentucky (Open - Await Response)
Commonwealth of Massachusetts (Open - Await Response)
Commonwealth of Pennsylvania (Open - Acceptable Response)
Commonwealth of Puerto Rico (Open - Acceptable Response)
Commonwealth of Virginia (Open - Await Response)
District of Columbia (Open - Await Response)
State of Alabama (Closed - Reconsidered)
State of Alaska (Open - Acceptable Response)
State of Arizona (Closed - Reconsidered)
State of Arkansas (Closed - Acceptable Action)
State of California (Open - Await Response)
State of Colorado (Closed - Reconsidered)
State of Connecticut (Open - Await Response)
State of Delaware (Closed - Exceeds Recommended Action)
State of Florida (Open - Acceptable Response)
State of Georgia (Open - Acceptable Response)
State of Illinois (Closed - Acceptable Action)
State of Indiana (Open - Await Response)
State of Iowa (Closed - Reconsidered)
State of Kansas (Open - Acceptable Response)
State of Louisiana (Open - Await Response)
State of Maine (Open - Await Response)
State of Maryland (Closed - Exceeds Recommended Action)
State of Michigan (Closed - Acceptable Action)
State of Minnesota (Open - Acceptable Response)
State of Mississippi (Open - Await Response)
State of Missouri (Open - Await Response)
State of Montana (Closed - Reconsidered)
State of Nebraska (Open - Await Response)
State of Nevada (Open - Await Response)
State of New Hampshire (Open - Await Response)
State of New Jersey (Closed - Reconsidered)
State of New Mexico (Open - Await Response)
State of New York (Open - Await Response)
State of North Carolina (Closed - Acceptable Action)
State of North Dakota (Open - Await Response)
State of Ohio (Open - Acceptable Response)
State of Oklahoma (Open - Acceptable Response)
State of Oregon (Open - Await Response)
State of South Carolina (Open - Await Response)
State of South Dakota (Closed - Reconsidered)
State of Tennessee (Open - Await Response)
State of Texas (Closed - Acceptable Action)
State of Utah (Open - Acceptable Response)
State of Washington (Closed - Reconsidered)
State of West Virginia (Open - Await Response)
State of Wisconsin (Open - Await Response)
Keyword(s):

Safety Recommendation History
From: NTSB
To: State of Alabama
Date: 5/4/2015
Response: We note that ALEA’s helicopter and fixed-wing pilots receive annual scenario based training in simulators that addresses IIMC. We commend the agency for implementing this training before we issued Safety Recommendation A-14-103, which is accordingly classified CLOSED—RECONSIDERED.

From: State of Alabama
To: NTSB
Date: 2/9/2015
Response: -From J. Spencer Collier, Secretary, Alabama Law Enforcement Agency: After Hurricane Katrina, ALEA Aviation obtained a Bell407 through a Department of Justice Grant that allowed for the performance of rescue hoist and long-line missions. Since 2007, ALEA Aviation has trained for and performed these missions all over the state of Alabama. Although no night rescue operations are performed, ALEA Aviation pilots still receive the aforementioned training in regards to IIMC procedures as described in A-14-102. In addition, all ALEA Aviation pilots receive simulator training in an FAA approved full-motion simulator annually for multi-engine airplane proficiency and crew resource management.

From: NTSB
To: State of Alaska
Date: 3/30/2015
Response: We are encouraged to learn that some of your pilots have received simulator training in IIMC; however, it is unclear from your letter whether this training is provided at least annually to all fixed wing and helicopter pilots who perform SAR missions. Accordingly, pending our receipt and review of this additional information, Safety Recommendation A 14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Alaska
To: NTSB
Date: 12/16/2014
Response: -From Gary Folger, Commissioner, Department of Public Safety: Alaska Department of Public Safety recognizes the need to provide scenario based inadvertent instrument meteorological conditions (IIMC) training to ALL DPS pilots. Currently, all A-Star turbine helicopter pilots have attended the factory IIMC training out of state and will continue to have annual recurrent training in this area. Additionally, during the November 2014 safety stand down, most department fixed-wing pilots were trained in the Alaska Medallion Foundation's. The training was specific to IIMC conditions and strategies for recognizing, avoiding and safely escaping these conditions.

From: NTSB
To: State of Arizona
Date: 1/18/2018
Response: We note that, since 2014, AZDPS pilots have received initial and annual recurrent scenario based training in simulators at the Bell Helicopter Training Academy that addresses inadvertent flight into IMCs. Because these practices were implemented before we issued Safety Recommendation A-14-103, the recommendation is classified CLOSED--RECONSIDERED.

From: State of Arizona
To: NTSB
Date: 9/13/2017
Response: Terry S. Miyauchi, Aviation Administrator, Arizona Department of Public Safety: The purpose of this letter is to respond to your safety recommendations letter addressed to Governor Doug Ducey, dated August 3, 2017. In that letter, NTSB Safety Recommendations A-13-21 (meteorological evaluation towers) andA-14-100 through 106 (search-and-rescue flight) were provided to the State of Arizona. The Arizona Department of Public Safety (AZDPS) conducts flights across the entire state of Arizona, to include areas where meteorological towers have been erected. Approximately 25% percent of all flights for AZDPS and the State are in support of search and rescue operations. We value the goal of aviation safety as the number one priority for all of our aviation activity and your recommendations are well received. We offer the following specific responses to each of your NTSB recommendations: AZDPS utilizes FTD's on an annual basis to conduct initial and/or refresher training to include inadvertent instrument meteorological (IIMC) training. The training is both scenario and procedural based. This training is accomplished annually at the Bell Helicopter Training Academy and as part of helicopter type initial and/or refresher training for each pilot. Additionally the AZDPS incorporates scenario based training on a quarterly basis for a variety of mission profiles. Because of this, AZDPS was provided with a "Closed-Exceeds Recommended Action" by the NTSB on May 22, 2014 in regards to the prior NTSB recommendation A-09-97. The above mentioned program is still in effect today. Additionally, the AZDPS has initiated a helicopter replacement program in which replaced aircraft are equipped with full single pilot IFR certified cockpits, to include 4-axis auto-pilot. The upgraded replacement program is one of five complete.

From: NTSB
To: State of Arizona
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Arizona on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Arizona on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Arkansas
Date: 12/15/2017
Response: We understand that ASP’s pilots receive initial and recurrent scenario-based training that addresses simulator use and includes strategies for recognizing, avoiding, and safely escaping IIMCs. Accordingly, Safety Recommendation A-14-103 is classified CLOSED--ACCEPTABLE ACTION.

From: State of Arkansas
To: NTSB
Date: 8/29/2017
Response: -From Asa Hutchinson, Governor: Arkansas state agencies involved in law enforcement search and rescue aviation operations require pilots to attend annual recurrent simulator and actual training in inadvertent IMC penetration procedures. Training is provided through professional training academies such as Simcom and Bell Training Academy.

From: NTSB
To: State of Arkansas
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Arkansas on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Arkansas on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of California
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of California on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of California on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Colorado
Date: 1/3/2018
Response: We note that the Colorado Army National Guard operates helicopters to conduct SAR missions, and that the Colorado State Police does not operate helicopters. We believe that all air operations could benefit from the safety improvements specified in these recommendations, and we urge the state of Colorado to make the recommended safety improvements to all its air operations. However, because these recommendations were specifically aimed at public operators who conduct helicopter SAR operations, Safety Recommendations A-14-100 through -106 are classified CLOSED--RECONSIDERED.

From: State of Colorado
To: NTSB
Date: 9/13/2017
Response: -From John W. Hickenlooper, Governor: We have enacted recommendation A-13- 21 through legislation, when we signed House Bill 14-1216 into law in 2014. This bill requires safety markings for certain towers over 50 feet in height that are located in unincorporated areas of the state, and has been incorporated into Colorado Revised Statutes (CRS) section 43-10-117. Specifically, CRS 43-10- 117 requires: (2) Where the appearance of a tower is not otherwise governed by state or federal law, rule, or regulation, any tower over fifty feet in height that is located outside the boundaries of an incorporated city or town on land that is primarily rural or undeveloped or used for agricultural purposes must be marked and painted or otherwise constructed to be visible in clear air during daylight hours from a distance of not less than two thousand feet. Towers must also comply with the following additional requirements: (a) A tower must be painted in equal alternating bands of aviation orange and white, beginning with orange at the top of the tower; (b) One marker ball must be attached to the top third of each outside guy wire; and (c) Guy wires must have a seven-foot- long safety sleeve at each anchor point that extends from the anchor point along each guy wire attached to the anchor point. (3) Any tower that was erected prior to August 6, 2014, must be marked as required by the provisions of this section within one year of August 6, 2014. Any tower that is erected on or after August 6, 2014, must be marked as required by this section at the time it is erected. The Colorado Army National Guard operates helicopters that are used in search and rescue missions, and they report that compliance with all recommendations as outlined in your document of August 3, 2017, as it pertains to the operation of helicopters. Finally, the Colorado State Patrol currently implements recommendation A-14-101, using procedures and avionics that allow for up-to-date weather information and assistance with flight risk assessment decisions. While they do not operate helicopters in search and rescue missions, they are considering implementing recommendations A-14-100, A-14-105, and A-14-106 following an independent and unrelated safety audit they are conducting. Once completed, we will incorporate regulations that are in compliance with the NTSB recommendation, at a minimum. Again, thank you for your correspondence regarding this issue. Please don’t hesitate to reach out to my Office should you have any further questions.

From: NTSB
To: State of Colorado
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Colorado on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Colorado on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Connecticut
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Connecticut on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Connecticut on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Delaware
Date: 6/15/2015
Response: We note that your pilots receive initial and recurrent scenario-based training in simulators addressing inadvertent flight into IMC, and training to maintain instrument currency that includes the use of FTDs. Although this recommendation was limited to pilots, we are pleased that, in an effort to improve crew resource management (CRM), you also include your flight medics/TFOs in this training. We commend you for exceeding the intent of this recommendation and helping to ensure an even higher level of safety. Accordingly, Safety Recommendation A 14-103 is classified CLOSED—EXCEEDS RECOMMENDED ACTION.

From: State of Delaware
To: NTSB
Date: 12/8/2014
Response: -From Colonel Nathaniel McQueen, Jr., Superintendent, Delaware Department of Safety and Homeland Security, Division of State Police: Pilots in the Delaware State Police aviation section conduct initial and annual recurrent training with Bell Helicopter Training Academy, in Texas. During training at those locations, helicopters and flight training devices (FTD) are utilized to train emergency procedures which include inadvertent instrument meteorological conditions. (IIMC) Section pilots who operated the Bell 412 have attended the Surviving Inadvertent Instrument Meteorological Conditions Course offered by Flight Safety conducted during annual 412 recurrent training in 2011 and 2012. Ongoing section training includes: maintaining instrument currency in accordance with CFR’s, IIMC ground and flight training that includes strategies for recognizing, avoiding, and safely escaping the conditions. Medic/TFO’s are included in the IIMC training enhancing overall crew resource management.

From: NTSB
To: District of Columbia
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the District of Columbia on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the District of Columbia on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Florida
Date: 5/4/2015
Response: We are pleased to learn that FWC pilots who operate instrument-capable aircraft are required to be instrument current; however, we note that FWC pilots do not receive training in a simulator. We point out that scenario-based training in a simulation environment provides the best opportunity for crewmembers to practice skills that are not demanded on a routine basis. Simulated flights can be tailored to a specific type of flight operation, such as remote helispot landings and takeoffs. Such training should go beyond simple emergency procedure training and should use realistic SAR scenarios with specific training objectives. Please consider developing and implementing such training for FWC pilots who perform these operations. Pending our receipt of future updates regarding your progress in incorporating the recommended training in IIMC, Safety Recommendation A 14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Florida
To: NTSB
Date: 1/30/2015
Response: -From Colonel Curtis Brown, Director, Division of Law Enforcement, Florida Fish and Wildlife Conservation Commission: FWC mandates pilots to be instrument certified in his or her primary aircraft. Initial instrument proficiency is also evaluated during new pilot training. Pilots of instrument capable aircraft are required to maintain instrument currency and seek an instrument proficiency check if currency lapses. FWC is evaluating additional, recurring training for fixed-wing pilots for both instrument and upset attitude recovery. (The FWC suggest that the NTSB modify this recommendation as a biannual requirement to align with current required pilot biannual flight reviews and to eliminate the requirement for simulator-based training as costs could be reduced if training could be conducted internally in agency aircraft)

From: NTSB
To: State of Georgia
Date: 3/6/2015
Response: We note that, although your pilots receive annual IIMC training, this training is not conducted in a simulator. We point out that scenario-based training in a simulation environment provides the best opportunity for crewmembers to practice skills that are not demanded on a routine basis. Simulated flights can be tailored to a specific type of flight operation, such as remote helispot landings and takeoffs. Such training should go beyond simple emergency procedure training and should use realistic search and rescue scenarios with specific training objectives. Pending our receipt of future updates regarding your progress in incorporating scenario-based simulator training in IIMC, Safety Recommendation A 14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Georgia
To: NTSB
Date: 12/8/2014
Response: -From Colonel Mark McDonough, Commissioner, Department of Public Safety: The Division began Inadvertent Instrument Meteorological Conditions training in August of 2014. Each pilot will complete this training program on an annual basis and remain current in Instrument Flight Rules if applicable.

From: NTSB
To: State of Illinois
Date: 4/26/2017
Response: We are pleased to learn that your pilots receive scenario-based simulator training that addresses IIMC, and we note that you intend to provide this training annually. This satisfies the intent of Safety Recommendation A-14-103, which is classified CLOSED--ACCEPTABLE ACTION.

From: State of Illinois
To: NTSB
Date: 1/25/2017
Response: -From Leo P. Schmitz, Director:, Illinois State Police: Response: From 2009-2013, ISP pilots were sent to a flight simulator facility on an annual basis to demonstrate instrument proficiency and the ability to deal with in-flight emergencies. The ISP Air Operations Bureau (AOB) recognizes the importance of simulators for scenario-based training, such as search and rescue missions and simulated emergency situations. In 20 I4 the training began taking place in the actual aircraft. During the first qua11er night check in 20 I5, each pilot had to demonstrate proficiency on an IIMC scenario they encountered during a simulated mission. The IIMC guideline used was in accordance with ALEA recommendations. The ISP AOB plans to resume scenario-based simulator training on an annual basis in 2016. Update: Air Operations has received approval and is currently sending pilots to scenario based simulator training at the Recurrent Training Center in Savoy, Illinois. This training is tailored to our mission and includes IIMC training. We expect this training to continue on an annual basis with a rotation to other facilities.

From: NTSB
To: State of Illinois
Date: 7/20/2016
Response: We note that you have not been able to address these recommendations because, as of the date of your letter, your state’s budget had not yet been approved. However, we are encouraged to learn that, once this issue has been resolved, the ISP intends to re-examine these recommendations. In the meantime, pending our receipt of future updates and completion of the recommended action, Safety Recommendations A 14-103 and A-14-105 and -106 remain classified OPEN—ACCEPTABLE RESPONSE.

From: State of Illinois
To: NTSB
Date: 4/29/2016
Response: -From Leo P. Schmitz, Director, Illinois State Police: From 2009-2013, ISP pilots were sent to a flight simulator facility on an• annual basis to demonstrate instrument proficiency and the ability to deal with in-flight emergencies. The ISP Air Operations Bureau (AOB) recognizes the importance of simulators for scenario-based training, such as search and rescue missions and simulated emergency situations. In 2014 the training began taking place in the actual aircraft. During the first quarter night check in 2015, each pilot had to demonstrate proficiency on an IIMC scenario they encountered during a simulated mission. The IIMC guideline used was in accordance with ALEA recommendations. The ISP AOB plans to resume scenario-based simulator training on an annual basis in 2016. Update: Currently, the state of Illinois does not have a budget in place. Without a budget, the Air Operations program cannot complete the necessary purchases to respond to A-14-103. This safety recommendation will be re-examined when a budget is approved.

From: NTSB
To: State of Illinois
Date: 3/22/2016
Response: We note that ISP pilots did not start receiving annual scenario-based simulator training in January 2016, as planned, because a budget had not been approved. We are encouraged to learn that, once this issue has been resolved, the ISP intends to re-examine the recommendation. In the meantime, pending our receipt of future updates and completion of the recommended action, Safety Recommendation A-14-103 remains classified OPEN—ACCEPTABLE RESPONSE.

From: State of Illinois
To: NTSB
Date: 12/23/2015
Response: -From Leo P. Schmitz, Director, Illinois State Police: Currently, the State of Illinois does not have a budget in place. Without a budget, the Air Operations program cannot complete the necessary purchases to respond to A-14-103. This safety recommendation will be re-examined when a budget is approved.

From: NTSB
To: State of Illinois
Date: 11/20/2015
Response: You previously informed us that ISP pilots are required to be instrument current and that they receive annual instrument proficiency training, but that this training is not always conducted in a simulator. We are pleased to learn that, beginning in 2016, ISP pilots will be required to receive scenario-based simulator training on an annual basis. Pending future updates regarding the department’s progress in incorporating the recommended training, Safety Recommendation A 14-103 remains classified OPEN—ACCEPTABLE RESPONSE.

From: State of Illinois
To: NTSB
Date: 8/27/2015
Response: -From Leo P. Schmitz, Director, Illinois State Police: Response: Response: All ISP AOB pilots are required to obtain an instrument rating and remain instrument current. The ISP conducts annual instrument proficiency training in either a simulator or actual aircraft. Update: From 2009-2013, ISP pilots were sent to a flight simulator facility on an annual basis to demonstrate instrument proficiency and the ability to deal with in-flight emergencies. The ISP AOB recognizes the importance of simulators for scenario-based training, such as search and rescue missions and simulated emergency situations. In 2014 the training began taking place in the actual aircraft. During the first quarter night check in 2015, each pilot had to demonstrate proficiency on an inadvertent instrument meteorological condition (IIMC) scenario they encountered during a simulated mission. The IIMC guideline used was in accordance with ALEA recommendations. The ISP AOB plans to resume scenario-based simulator training on an annual basis in 2016.

From: NTSB
To: State of Illinois
Date: 6/10/2015
Response: We are pleased to learn that ISP pilots are required to be instrument current and that they receive annual instrument proficiency training; however, we note that this training is not always conducted in a simulator. We point out that scenario-based training in a simulation environment provides the best opportunity for crewmembers to practice skills that are not demanded on a routine basis. Simulated flights can be tailored to a specific type of flight operation, such as remote helispot landings and takeoffs. Such training should go beyond simple emergency procedure training and should use realistic SAR scenarios with specific training objectives. Please consider developing and implementing such training for ISP pilots who perform these operations. Pending our receipt of future updates regarding your progress in incorporating the recommended training in IIMC, Safety Recommendation A-14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Illinois
To: NTSB
Date: 2/26/2015
Response: -From Leo P. Schmitz, Director, Illinois State Police: All ISP AOB pilots are required to obtain an instrument rating and remain instrument current. The ISP conducts annual instrument proficiency training in either a simulator or actual aircraft.

From: NTSB
To: State of Indiana
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Indiana on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Indiana on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Iowa
Date: 10/26/2017
Response: We note that the state of Iowa does not conduct helicopter SAR operations; however, we believe that all air operations could benefit from the safety improvements specified in these recommendations. Accordingly, we urge the state of Iowa to make the safety improvements discussed in these recommendations to all its air operations. Because these recommendations were specifically aimed at public operators who conduct helicopter SAR operations, though, Safety Recommendations A 14-100 through -106 are classified CLOSED--RECONSIDERED.

From: State of Iowa
To: NTSB
Date: 8/10/2017
Response: -From Tim McClung, Iowa DOT, Office of Aviation: Thank you for the NTSB’s August 3, 2017 letter to Iowa Governor Kim Reynolds regarding NTSB safety recommendations A-14-100 through -106. The letter indicates the recommendations were issued as a result of the investigation into an accident involving a Eurocopter AS350 B3 owned and operated by the Alaska Department of Public Safety. Iowa does not own or operate helicopters for use in public safety efforts and therefore does not engage in Night Vision Goggle operations, off airport landings, or operations in mountainous areas. Accordingly, the recommendations would not apply. This communication is intended to provide information needed to close the response status for Iowa on these recommendations. Please let me know if you need additional information.

From: NTSB
To: State of Iowa
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-14-100 through -106. We issued these recommendations to the state of Iowa on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search and rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Kansas
Date: 5/4/2015
Response: We note that your pilots do not receive annual IIMC training in a simulator. We point out that scenario-based training in a simulation environment provides the best opportunity for crewmembers to practice skills that are not demanded on a routine basis. Simulated flights can be tailored to a specific type of flight operation, such as remote helispot landings and takeoffs. Such training should go beyond simple emergency procedure training and should use realistic search and rescue scenarios with specific training objectives. Pending our receipt of future updates regarding your progress in incorporating scenario-based simulator training in IIMC, Safety Recommendation A 14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Kansas
To: NTSB
Date: 1/30/2015
Response: -From Mark A. Bruce, Colonel, Superintendent, Kansas Highway Patrol: Recently we received a copy of the NTSB's proposed safety recommendations (attached) from your office. We have reviewed them and assessed the impact to KHP aircraft operations. We anticipate the impact to be similar in nature to other law enforcement aircraft operations within the state of Kansas. Below is our assessment and response to those specific NTSB safety recommendations. We appreciate the spirit and nature of the recent recommendations (A-14-100 through -106) provided by the NTSB in their letter dated November 24, 2014. We have not taken the recommendations lightly and have reviewed them for their well-intentioned benefits. Part of our review has included the referenced accident involving the Alaska Department of Public Safety Eurocopter AS350 B3 helicopter in March of 2013. Keeping the purpose of the recommendations in mind, as well as our already high commitment to safety, we must mention that a considerable obstacle to implementation of several of the proposed measures is cost. Many states and their government agencies have fiscal challenges, and the Kansas Highway Patrol is no exception. While a price cannot be put on a life, we have a responsibility to the public we serve with the very nature of the services we provide, as well as to the employees we request to carry out those services. In return for our responses, we would very much appreciate reciprocation by being provided the responses of other agencies from other states as well. Their opinions and recommendations could be quite valuable. This would also encourage an open dialogue without unintentionally suppressing potentially innovative methods to pursue best practices in a more cost effective manner. Though currently the KHP does not completely comply with this recommendation, pilots are instrument rated in fixed wing operations. Compliance with this recommendation would require equipment purchases or upgrades and additional annual training at offsite facilities with specialized equipment. While this would be beneficial, this would be at considerable additional expense to the agency for which there is no existing funding.

From: NTSB
To: Commonwealth of Kentucky
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-14-100 through -106. We issued these recommendations to the commonwealth of Kentucky on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Louisiana
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Louisiana on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Louisiana on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Maine
Date: 7/5/2018
Response: On March 26, 2018, Major Christopher Grotton, MSP, informed our staff that the MSP operates two fixed wing aircraft, mostly for law enforcement missions. Major Grotton reported that the MSP does not operate any helicopters, but that the Maine Forest Service operates helicopters. On April 5, 2018, Mr. John Crowley, Maine Forest Service, informed our staff that the Maine Department of Inland Fisheries and Wildlife is the state organization responsible for conducting SAR missions; however, because the Maine Department of Inland Fisheries and Wildlife does not operate any helicopters, the Maine Forest Service assists with SAR missions that require the use of helicopters. Because these recommendations were specifically aimed at public operators who conduct helicopter SAR operations, we believe that the Maine Forest Service is the appropriate state organization to respond to Safety Recommendations A-14-100 through -106, and Mr. Crowley informed us that he is in the process of developing a response. Pending our receipt of this information, Safety Recommendations A-14-100 through -106 remain classified OPEN--AWAIT RESPONSE.

From: State of Maine
To: NTSB
Date: 2/12/2018
Response: -From Major Christopher Grotton, Maine State Police, Support Services Division: This letter is in response to the NTSB Safety Recommendations A-13-21 and A-14-100 through -106 issued to the State of Maine in an August 2017 letter to Governor LePage. The Maine State Police Air Wing has a small profile within the overall scope of aviation operations conducted within the State of Maine. We have two fixed wing aircraft in our inventory with no rotary wing asset. Our core mission is primarily traffic related flights which are conducted during the daylight and in VFR conditions only. Any night VFR or day/night IFR flights that are requested would typically be administrative in nature and would be conducted operating under part 91 regulations. When requested, we assist other aviation assets and agencies within the state under the conditions that the flight can be done within the confines of our Standard Operating Procedures Manual and our General Orders that pertains to the Air Wing. Any search and rescue mission that we would be involved in would be conducted during daylight VFR only conditions. Our aircraft are equipped with wheels only and are not allowed to perform "off-site" landings. We are restricted to published airports only. Those flights would also be conducted utilizing part 91 regulations. I am in hopes that this information provides some context for our air operations and the applicability of the recommendations in your August 2017 letter. Our responses (below) to each of your recommendations are crafted within the context of our mission. As part of our Air Wing SOP, the pilots are required to receive one hour each, twice per year, in a qualified flight simulator performing scenario based inadvertent instrument meteorological conditions recognition and recovery.

From: NTSB
To: State of Maine
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Maine on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Maine on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Maryland
Date: 7/15/2015
Response: We note that MSP pilots receive initial and recurrent (annual) scenario-based simulator training in IIMC, and that they must be instrument rated and must satisfactorily complete an instrument proficiency check every 6 months. We also note that MSP flight paramedics and rescue technicians receive initial and recurrent aviation-related training, with MSP pilots, in IIMC. We are pleased to learn that, in addition, funding was approved by the Maryland State Legislature for the MSP to procure an AW-139 Level 6 Flight Simulator Training Device that will be used to develop a line oriented flight training program to augment the contracted flight training that is already provided. Because these actions exceed the intent of Safety Recommendation A 14-103, it is classified CLOSED—EXCEEDS RECOMMENDED ACTION.

From: State of Maryland
To: NTSB
Date: 3/25/2015
Response: From Michael W. DeRuggiero, Safety Management Officer, Aviation Command, Maryland State Police: In an effort to address NTSB recommendation A-09-097, funding was approved by the Maryland State Legislative body during the 2011 Legislative session to procure an A W -139 Level6, Flight Simulator Training Device (FSTD) for the MSPAC. Once delivered, the MSPAC will pursue certification of the FTD by the National Simulator Program Manager (NSPM), per Title 14 CFR Part 60 and will be used to develop a line oriented flight training (LOFT) program for the A W-139 helicopter which will augment the contract flight training provided by CAE/Rotorsim in their AW-139 Level D, Full Motion Flight Simulator. Once operational, it is the intention of the MSPAC to include, on an semi-annual basis, scenario-based simulator training in inadvertent instrument meteorological conditions (IIMC) that includes strategies for recognizing, avoiding, and safely escaping IIMC encounters.

From: NTSB
To: Commonwealth of Massachusetts
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the commonwealth of Massachusetts on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the commonwealth of Massachusetts on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Michigan
Date: 6/10/2015
Response: We note that MSP pilots receive recurrent scenario-based training in simulators that addresses emergency procedures. Accordingly, Safety Recommendation A-14-103 is classified CLOSED—ACCEPTABLE ACTION.

From: State of Michigan
To: NTSB
Date: 1/23/2015
Response: -From Col. Kriste Kibbey Etue, Director, Michigan State Police and Kirk T. Steudle, Director, Michigan Department of Transportation: • All MSP Aviation Unit pilots are required to attend annual flight training at the Bell Helicopter Training Academy to receive scenario-based simulator training on emergency procedures. Additionally, annual training is conducted locally that includes emergency in-flight procedures. • MDOT Aero does not engage in search and rescue missions, however, flight crew members receive annual recurrent training including normal, abnormal, and emergency procedures in both Visual Flight Rules, Instrument Flight Rules, and high altitude simulated conditions. This recurrent training is conducted by approved independent contractors and includes crew resource management and aircraft systems review. Proficiency training, 6-month and/or 12-month checks are completed in-house by the Safety Officer or a designated qualified flight instructor.

From: NTSB
To: State of Minnesota
Date: 5/4/2015
Response: We note that MSP pilots do not receive annual IIMC training in a simulator, but that the MSP is researching the feasibility of providing this training in the future. We point out that scenario-based training in a simulation environment provides the best opportunity for crewmembers to practice skills that are not demanded on a routine basis. Simulated flights can be tailored to a specific type of flight operation, such as remote helispot landings and takeoffs. Such training should go beyond simple emergency procedure training and should use realistic search and rescue scenarios with specific training objectives. Pending our receipt of future updates regarding the MSP’s progress, Safety Recommendation A 14-103 is classified OPEN-ACCEPTABLE RESPONSE.

From: State of Minnesota
To: NTSB
Date: 1/30/2015
Response: -From Colonel Matthew C. Langer, Chief, Minnesota State Patrol: The MSP will research possible resources and the cost for scenario-based simulator training in inadvertent meteorological conditions. The MSP has been unable to determine if there are any appropriate simulators in our region.

From: NTSB
To: State of Mississippi
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Mississippi on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Mississippi on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Missouri
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Missouri on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Missouri on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Montana
Date: 10/26/2017
Response: We note that the Montana Highway Patrol (MHP) operates two aircraft for law enforcement missions; however, as Mr. John Spencer, MHP, informed our staff on October 4, 2017, SAR operations are not the MHP’s primary mission, but fall under the purview of the county sheriff’s offices. We believe that all air operations could benefit from the safety improvements specified in these recommendations, and we urge the state of Montana to make the recommended safety improvements to all its air operations. However, because these recommendations were specifically aimed at public operators who conduct helicopter SAR operations, Safety Recommendations A 14-100 through -106 are classified CLOSED--RECONSIDERED.

From: State of Montana
To: NTSB
Date: 8/18/2017
Response: -From Mike Tooley, Director, Montana Department of Transportation: The State of Montana appreciates the leadership your agency has provided to enhance and promote the safety of law enforcement public aircraft operations across the nation. The Montana Highway Patrol (MHP) operates a 1971 Bell OH-58A helicopter and a 1978 Cessna 182-RG airplane in its law enforcement mission, with a single officer responsible for all flying duties. Total flight hours are less than 100 hours per year. The MHP flight department has considered the NTSB Safety Recommendations and has implemented them in the following manner: The pilot holds an instrument-helicopter rating, although neither aircraft are IFR certified. No simulator training is conducted.

From: NTSB
To: State of Montana
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-14-100 through -106. We issued these recommendations to the state of Montana on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue (SAR) flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Nebraska
Date: 8/3/2017
Response: We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE.

From: NTSB
To: State of Nevada
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Nevada on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Nevada on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of New Hampshire
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of New Hampshire on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of New Hampshire on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of New Jersey
Date: 6/24/2015
Response: We understand that NJSP pilots receive, on an annual basis, scenario-based training in a simulator that addresses inadvertent flight into IMC. These actions satisfy the intent of this recommendation; however, because they were implemented before we issued Safety Recommendation A-14-103, the recommendation is classified CLOSED—RECONSIDERED.

From: State of New Jersey
To: NTSB
Date: 2/26/2015
Response: -From Joseph R. Fuentes, Colonel, Superintendent: All members who operate the AW139 aircraft are required to attend initial and recurrent training through an FAA approved training facility on an annual basis. Part of this training includes scenario based simulator training. In addition, in-house training flights incorporate IIMC procedures and strategies for avoiding and safely responding to the emergency.

From: NTSB
To: State of New Mexico
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of New Mexico on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of New Mexico on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of New York
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of New York on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of New York on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of “Open—Await Response.” For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of North Carolina
Date: 6/10/2015
Response: We are pleased to learn that SHP’s PICs are required to be instrument current and that they receive annual scenario-based, IIMC training in flight training devices (FTD) at the manufacturer’s training facility. In addition to training PICs in FTDs, we are encouraged to learn that you also train some co-pilots in FTDs and that SHP would like to provide this training to all co-pilots eventually. We believe that SHP’s plan to provide this training to all pilots is noteworthy, and we encourage you to update us as you progress toward this goal. In the meantime, because you have satisfied Safety Recommendation A-14-103, it is classified CLOSED—ACCEPTABLE ACTION.

From: State of North Carolina
To: NTSB
Date: 2/5/2015
Response: -From William Grey, Colonel, Commanding, North Carolina Department of Public Safety, State Highway Patrol: 1. Pilots who attend refresher courses at our aircraft manufacturer’s training academy are provided scenario-based, inadvertent instrument meteorological conditions training in flight training devices at the facility. In 2014, 60% of our aviators received this training. In 2015, 70% of our aviators are scheduled to receive this training. 2. We are exploring different options that would provide 100% of our aviators this training on a quarterly or monthly basis.

From: NTSB
To: State of Ohio
Date: 3/17/2015
Response: We note that your helicopter and fixed-wing pilots receive annual inadvertent IMC training in the aircraft they operate during quarterly safety meetings. We also note that, in addition, you send your helicopter pilots to the manufacturer’s training facility once a year for simulator training that addresses inadvertent IMC. We are encouraged to learn that, although your fixed wing pilots do not currently receive simulator training, you would like to include such training in the future. Pending future updates regarding your progress in providing this training, Safety Recommendation A-14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Ohio
To: NTSB
Date: 12/18/2014
Response: -From Cari R. Maines, Ohio State Highway Patrol, Office of the Superintendent: The Ohio State Highway Patrol’s Aviation Section was started in 1947 with the approval of Senate Bill 221. The following year we made the purchase of one fixed wing bonanza. The original mission intent was for disaster relief, air searches, transportation, aerial photography, and errands of mercy. We had one aircraft and one pilot. Today, 67 years later, we have 16 pilots, 1 office assistant, and 16 aircraft. Annually, we log around 7,000 flight hours. Our fleet includes: • 2 Cessna 172R Skyhawk fixed wing airplanes • 2 Cessna 182S Skylane fixed wing airplanes • 9 Cessna 182T Skylane fixed wing airplanes • 1 Cessna 208B Caravan fixed wing airplane • 2 American Eurocopter AS350B2 helicopters Our primary mission is aerial traffic enforcement, and it comprises approximately 85% of our flight time. The remaining flight time is spent conducting other missions, including: • Searches (stranded motorists, downed aircraft, lost children, elderly walkaways, drowning victims, manhunts, etc.) • Surveillance (criminal interdiction, reconnaissance) • Photo flights (crashes, evidentiary, reconnaissance) • Drug interdiction flights including marijuana eradication • Emergency transportation (personnel, blood relays) • Special response team operations • Training Since our inception, we have suffered three crashes. Two of those were fatal fixed wing crashes (1970 & 1976) and the other was a minor injury helicopter crash in 1993. Since 1976, we have accumulated over 250,000 hours of accident free fixed wing flight. Our operations are a bit unique compared to most state agencies. We only use personnel assigned to the Aviation Section as part of our flight crew. Every Trooper / Pilot has spent time in the field as a State Trooper. State Troopers applying for a Trooper/Pilot position must possess a Private Pilot’s License (Airplane – Single Engine Land) with an Instrument Rating prior to appointment. After spending some time in the Section, some of our pilots are then trained as Tactical Flight Officers. Our helicopter pilots are also chosen from among the Section’s fixed wing pilots. We make a concerted effort to make safety our highest priority. We believe that “If it’s predictable, it’s preventable.” We are proud to say that every recommendation issued was either current practice or being developed. The following paragraphs summarize the actions we have planned and/or taken during implementation of the NTSB recommendations. We do not perform rescue operations with our aircraft. We do perform many types of search operations, which always utilize ground personnel to perform the rescue functions. We recognize the importance of IIMC (Inadvertent Instrument Meteorological Conditions) training and particularly scenario-based training. All of the fixed wing aircraft that we operate are IFR certified and maintained. All of our pilots conduct IFR proficiency flights at least quarterly. Each of our pilots receive IIMC training at a minimum of yearly. This is achieved by providing IIMC training during our quarterly safety meetings. The in-house IIMC training emphasizes strategies for recognizing, avoiding, and safely escaping IIMC conditions. We recognize that a flight simulator is the ideal platform for safely simulating scenario-based IIMC training. For that reason, we are currently researching different simulators to find one that is best suited for scenario-based IIMC training and will also fulfill additional training needs. Upon the conclusion of our research, we will be submitting a request to purchase this simulator. Our helicopters are not certified for IFR flight. All of our helicopter pilots are fixed wing instrument rated pilots, however, not all of our helicopter pilots are instrument rated in helicopters. Those helicopter pilots are working to obtain their helicopter instrument ratings. We recognize that the hazards associated with IIMC in helicopters are significantly different than those with fixed wing operations. Because of these hazards, we agree that simulator based training is the safest and most effective option for this training. We currently send all of our helicopter pilots to the Airbus training facility in Grand Prairie, Texas for recurrent training. Starting in 2015, all of our helicopter pilots will attend Airbus’ “IIMC Emergency Procedures 101” training as well. This simulator based training addresses all the key points outlined in the recommendation. This will become part of our annual training at Airbus.

From: NTSB
To: State of Oklahoma
Date: 12/15/2017
Response: You stated that the OHP’s pilots receive annual in-flight training that includes time under an instrument hood to simulate and respond to IIMCs; however, they do not receive simulator training due to financial constraints and a lack of adequate simulator facilities. We recognize that requirements for additional training can be costly, especially for small operators. We also recognize that, at one time, a shortage of single-engine flight training devices (FTDs) prevented their use in helicopters; however, the availability of new helicopter FTDs, including simulators, has increased greatly over the years. Simulators and FTDs are not only cheaper than training in actual helicopters, but they also provide the best opportunity for crewmembers to practice skills that are not demanded on a routine basis. Simulated flights can be tailored to a specific type of flight operation, such as remote helispot landings and takeoffs. We encourage you to require such training, which should go beyond simple emergency procedure training and should use realistic SAR scenarios that have specific training objectives. Pending future updates regarding the OHP’s progress in incorporating scenario-based training in a simulation environment, Safety Recommendation A 14-103 is classified OPEN--ACCEPTABLE RESPONSE.

From: State of Oklahoma
To: NTSB
Date: 8/16/2017
Response: -From Michael C. Thompson, Commissioner, Oklahoma Department of Public Safety: The Oklahoma Highway Patrol does not utilize simulator training due to financial constraints and the lack of adequate simulator facilities. However, annual in-flight training using a qualified instructor and an instrument hood is utilized to simulate and respond to IMC. Such training has been in place since the 1970's and is monitored by the Air Support Commander and documented in the pilot's training record.

From: NTSB
To: State of Oklahoma
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-14-100 through -106. We issued these recommendations to the state of Oklahoma on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of “Open—Await Response.” For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Oregon
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Oregon on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Oregon on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of “Open—Await Response.” For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: Commonwealth of Pennsylvania
Date: 1/19/2018
Response: We note that, through the Bell Helicopter Training Academy, the PSP’s pilots receive initial and biennial recurrent scenario-based training in simulators that addresses inadvertent flight into IMCs. We also note that all of your pilots in command are instrument rated. Although pilot training in the simulator is currently limited to every other year, we are encouraged to learn that the PSP is in the process of acquiring a Platinum Simulator Model PHS-4, which the Federal Aviation Administration (FAA) has authorized as a helicopter advance aviation training device. We are aware that the PSP intends to use the device to provide its pilots with more frequent simulator training that addresses inadvertent flight into IMCs as well as instrument currency. Pending future updates regarding the PSP’s progress in acquiring the simulator and providing pilots with this additional training, Safety Recommendation A-14-103 is classified OPEN--ACCEPTABLE RESPONSE.

From: Commonwealth of Pennsylvania
To: NTSB
Date: 11/2/2017
Response: -Leslie S. Richards, Secretary Department of Transportation, Commonwealth of Pennsylvania: PSP only conducts the search portion of traditional search-and rescue missions. PSP require our pilots to conduct check rides and pilot evaluations annually. During these annual check rides and evaluations inadvertent flight into instrument meteorological conditions (IMC) are discussed and evaluated. PSP pilots also attend factory training biennially which includes llMC scenarios. Additionally, PSP pilots are required to obtain instrument ratings. Currently 16 of 18 PSP helicopter pilots have obtained an instrument rating.

From: NTSB
To: Commonwealth of Pennsylvania
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the commonwealth of Pennsylvania on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the commonwealth of Pennsylvania on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: Commonwealth of Puerto Rico
Date: 6/10/2015
Response: We note that PRPD pilots receive scenario-based training in simulators that addresses emergency procedures. However, we would like to know whether pilots retake this training each year. Pending our receipt and review of this additional information, Safety Recommendation A 14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: Commonwealth of Puerto Rico
To: NTSB
Date: 2/23/2015
Response: -From Jose L. Caldero Lopez, P.R.P.D. Superintendent, Commonwealth of Puerto Rico: Our pilots visit the facilities where our helicopters are manufactured and are trained on simulators thus maintaining their proficient on all types of situations and emergencies. In addition, the personnel are constantly update regarding regular and emergency procedures including "unusual attitudes flights" and "IMC" conditions, by certified FAA instructors (CFI), Police Staff on proficiency flights every twelve months as required by Federal Aviation Regulations according to the FAA or in occasions when necessary.

From: NTSB
To: State of South Carolina
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of South Carolina on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of South Carolina on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of South Dakota
Date: 2/22/2018
Response: On January 16, 2018, Mr. Ron Hauck, Aviation Service, South Dakota Department of Transportation, infomed our staff that the South Dakota Highway Patrol operates fixed wing aircraft for law enforcement missions; however, the state does not operate any helicopters. We believe that all air operations could benefit from the safety improvements specified in these recommendations, and we urge the state of South Dakota to make the recommended safety improvements to its air operations. However, because these recommendations were specifically aimed at public operators who conduct helicopter SAR operations, Safety Recommendations A 14-100 through -106 are classified CLOSED--RECONSIDERED.

From: State of South Dakota
To: NTSB
Date: 11/21/2017
Response: -From Dennis Daugaard, Governor of South Dakota: As to recommendations A-13-21 and A-14-100 through -106, the South Dakota Highway Patrol has reviewed the recommendations, as well as the NTSB accident report, NTSB/AAR-14/03 PB2014-108877, including the findings, probable cause, and recommendations contained in that report. All flight operations conducted by the state of South Dakota are conducted under FAR Part 91 Rules and all FAR 91 Rules are currently being complied with. South Dakota will continue to conduct all flight operations in accordance with all federal aviation regulations.

From: NTSB
To: State of South Dakota
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of South Dakota on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of South Dakota on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of “Open—Await Response.” For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Tennessee
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Tennessee on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Tennessee on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: State of Texas
To: NTSB
Date: 9/4/2015
Response: -From Greg Abbott, Governor: Thank you for your letter addressed to former Governor Rick Perry regarding NTSB Safety Recommendations A-14-100 through 106. I am sharing your letter with the Texas Department of Transportation's Aviation Division, which will coordinate with my office in discussing the flight safety issues you addressed. Please let me know if I can assist you in the future.

From: NTSB
To: State of Texas
Date: 4/27/2015
Response: We note that your pilots receive initial and recurrent scenario-based training that addresses the use of simulators and inadvertent flight into IMC. Accordingly, Safety Recommendation A-14-103 is classified CLOSED—ACCEPTABLE ACTION.

From: State of Texas
To: NTSB
Date: 1/5/2015
Response: -From Steven C. McCraw, Director, Texas Department of Public Safety: Every DPS crew (pilot and tactical flight officer) has received inadvertent fMC prevention and recovery from the Airbus Training Facility. Each pilot annually receives auto rotational training to the ground at the Airbus Training Facility in Grand Prairie, Texas, and ERA Helicopters, in Lake Charles, Louisiana. While at Airbus and ERA, pilots also receive scenario-based training in FAA approved simulators. The flight simulators are operated by DPS AOD Safety Training Officers and include police missions in low light conditions, strategies to detect, avoid, and safely escape instrument meteorological conditions. Helicopter Annual Factory Emergency Procedures in AS350 per pilot: $1,992 Annual Factory Emergency Procedures in EC145 per pilot: $9,279 Annual Rotor Simulator Training at Airbus or ERA per pilot: $1,100 Inadvertent Instrument Meteorological Conditions Training per crewmember (one time): $2,100 AOD annual in-house recurrent training flight time cost: $1,500 Airplane Annual Commander Training per pilot: $5,500 Annual Pilatus Training per pilot: $9,984 AOD full motion airplane simulator in Austin: $88,000

From: NTSB
To: State of Utah
Date: 12/28/2017
Response: We note that, although the Aero Bureau’s pilots receive annual in-flight training that includes strategies for recognizing, avoiding, and safely escaping IIMCs, they do not receive simulator training. We are encouraged to learn, however, that the Aero Bureau would like to incorporate simulator training in IIMC during its annual aircraft recurrency training. Pending future updates regarding the Aero Bureau’s progress in incorporating the recommended training, Safety Recommendation A-14-103 is classified OPEN--ACCEPTABLE RESPONSE.

From: State of Utah
To: NTSB
Date: 8/27/2017
Response: -From Keith D. Squires, Commissioner, Department of Public Safety: While there is no simulation based training being conducted for IMC, there is a requirement for pilots to be trained and evaluated in the aircraft for IMC avoidance and recovery annually. High mountain IMC recovery training is being developed and will be implemented this fall for all pilots and TFOs. Based on the NTSB recommendation, the unit will look at the possibility of including simulation IMC training when it does its annual aircraft recurrency training with Airbus Helicopters and determine if it is cost effective.

From: NTSB
To: State of Utah
Date: 8/3/2017
Response: We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE.

From: NTSB
To: Commonwealth of Virginia
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the commonwealth of Virginia on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the commonwealth of Virginia on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Washington
Date: 9/16/2015
Response: We note that the WSP’s Aviation Section does not conduct SAR operations; however, we believe that all air operations could benefit from the safety improvements specified in these recommendations. Because these recommendations were specifically aimed at public operators who conduct SAR operations, however, Safety Recommendations A 14-100, -101 and -103 through -106 are classified CLOSED—RECONSIDERED.

From: State of Washington
To: NTSB
Date: 7/29/2015
Response: -From Lieutenant D. Jim Nobach: Reference our phone conversation on Monday, July 27, 2015 concerning follow-up information regarding the A-14-100 questions, the Washington State Patrol (WSP) Aviation Section does not actively engage in Search and Rescue operations. Therefore, the follow-up information previously requested is no longer required of the WSP. At this time we will consider all A-14-100-106 related requests of WSP satisfied. If you have any additional questions, please contact the Washington State Patrol Aviation Section.

From: NTSB
To: State of Washington
Date: 5/4/2015
Response: We note that WSP has two types of pilots: initial and command. We are encouraged to learn that all WSP pilots are required to be instrument current and that command pilots receive recurrent scenario-based training in simulators that addresses emergency procedures. However, we would like to know whether initial pilots also receive the recommended training. Pending our receipt and review of this additional information, Safety Recommendation A-14-103 is classified OPEN—ACCEPTABLE RESPONSE.

From: State of Washington
To: NTSB
Date: 2/20/2015
Response: -From Lieutenant Jim Nobach, Washington State Patrol (WSP) Aviation Chief Pilot: The WSP is an all-weather operator and requires all initial pilots to hold a commercial pilot certificate with instrument privileges. In addition, all Command Pilots are required to maintain an Airline Transport Pilot certificate (ATP). Pilots are required to maintain instrument currency as required by FARs. Command Pilots attend Flight Safety International training semiannually. This training is conducted in a Level D full flight simulator and consists of 24-hours of simulator training and 24-hours of procedures training per year. Additionally, the WSP Chief Pilot assures instrument proficiency every 90 days and FAR 61.57(d) checks bi-annually for all pilots.

From: NTSB
To: State of West Virginia
Date: 8/1/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of West Virginia on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of West Virginia on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of Wisconsin
Date: 8/2/2017
Response: This letter addresses NTSB Safety Recommendations A-13 21 and A-14-100 through -106. We issued A-13-21 to the state of Wisconsin on May 15, 2013, as a result of our investigations of three accidents in which airplanes inadvertently collided with meteorological evaluation towers, fatally injuring four people. We issued A-14-100 through -106 to the state of Wisconsin on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 4 and 2 years ago, respectively. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendation A-13-21, please refer to our May 15, 2013, recommendation transmittal letter. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.

From: NTSB
To: State of North Dakota
Date: 8/3/2017
Response: This letter addresses NTSB Safety Recommendations A-14-100 through -106. We issued these recommendations to the state of North Dakota on November 24, 2014, as a result of our investigation of the March 30, 2013, accident in which a Eurocopter AS350 B3 helicopter, operated by the Alaska Department of Public Safety, impacted terrain while maneuvering during a search-and-rescue flight near Talkeetna, Alaska. We are interested in knowing whether and how our recommendations are implemented, both to ensure that the traveling public is provided the highest level of safety and to identify creative solutions that might be shared with others, and we normally expect actions to address our recommendations to be completed within 3 to 5 years. We have yet to hear from you regarding your progress toward addressing these recommendations, which were issued more than 2 years ago. We would appreciate receiving a response within 90 days indicating any actions you have taken or plan to take to implement these recommendations; until then, these recommendations will retain their current classification of OPEN—AWAIT RESPONSE. For additional background information about Safety Recommendations A-14-100 through -106, please refer to pages 54 through 63 of our Alaska Department of Public Safety Eurocopter accident report.