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2002 United States airtanker crashes

April 14, 2024

In 2002, two large airtankers – a Lockheed C-130 Hercules and a Consolidated PB4Y-2 Privateer – crashed about a month apart while performing aerial firefighting operations. These crashes prompted a review of the maintenance and use of the entire U.S. large airtanker fleet. Ultimately, the whole fleet (33 aircraft in all) was grounded, dramatically reducing the resources available to fight major wildfires. Both aircraft were owned by Hawkins & Powers Aviation of Greybull, Wyoming and operated under contract to the United States Forest Service (USFS). The crashes occurred in one of the worst fire seasons in the last half century, one in which 73,000 fires burned 7.2 million acres (29,000 km2) of land.[1]

C-130A Tanker 130 owned by Hawkins & Powers of Greybull, WY. as seen circa early 2002 at Union Co. Airport, La Grande, Oregon.
Accident
DateJune 17, 2002
SummaryStructural failure, wing detachment
Sitenear Walker, California
Fatalities3 (all)
Survivors0
P4Y-2 Tanker 123, at Chester Air Attack Base in the late 1990s
Accident
DateJuly 18, 2002
SummaryStructural failure, wing detachment
Sitenear Estes Park, Colorado
Crew2
Fatalities2 (all)
Survivors0

C-130A, Walker, California edit

 
N130HP crash scene from NTSB report

Lockheed C-130A Hercules registration N130HP, call sign Tanker 130, was flying against the Cannon Fire,[2] near Walker, California on June 17, 2002, when it experienced structural failure of the center wing section, causing both wings to fold upward and separate from the aircraft. The fuselage rolled and crashed inverted, killing the three crewmen on board.[3][4][5] Unusually, the aircraft was being filmed by a passing tourist during the retardant drop and at the moment the wings separated,[6] providing valuable video evidence for the subsequent investigation by the National Transportation Safety Board (NTSB).

Tanker 130 had departed the Minden, Nevada air attack base at 2:29 p.m. PDT loaded with 3,000 US gallons (11,000 L; 2,500 imp gal) of fire retardant for its sixth drop of the day with a pilot, copilot and flight engineer on board, and arrived at the fire at 2:45 p.m. The aircraft made an initial spotting pass over the drop zone, then flew back for the drop, which was to dispense half of the load of retardant. The drop run required the aircraft to make a perpendicular crossing of a ridgeline and then descend into a valley. A video of the accident shows the aircraft crossing the ridge and then pitching down to begin its drop of the retardant. Near the end of the drop, the nose of the aircraft began to pitch up to level attitude as the descent was arrested. The nose continued to pitch up past level attitude, and at the end of the drop, the right wing began to fold upwards, followed less than one second later by the left wing. Two debris fields were found, one 500 feet (150 m) in length and the other 720 feet (220 m) in length. A post-impact fire in the first debris field consumed major portions of the wing and engine components; there was no fire in the second debris field, which included the fuselage and empennage.[3]

The aircraft, previously United States Air Force (USAF) Serial Number 56-0538, was one of the original C-130A production series and had been built and delivered to the USAF in 1957. It was retired from military service in 1986. In May 1988, the aircraft was acquired from the General Services Administration by the USFS, which in August that year sold it and five other C-130s it had acquired to Hemet Valley Flying Service, for conversion to an airtanker. Hemet then sold the C-130 to Hawkins & Powers.[3] At the time of the crash, the aircraft had logged 21,863 flight hours.[3]

The NTSB investigated the crash and determined that the accident was caused by a structural failure that occurred at the wing-to-fuselage attach point, with the right wing failing just before the left. The investigation disclosed "evidence of fatigue cracks in the right wing's lower surface skin panel, with origins beneath the forward doubler. The origin points were determined to be in rivet holes which join the external doubler and the internal stringers to the lower skin panel. These cracks, which grew together to about a 12-inch (30 cm) length, were found to have propagated past the area where they would have been covered by the doubler and into the stringers beneath the doubler and across the lap joint between the middle skin panel and the forward skin panel."[3][7]

PB4Y-2, Estes Park, Colorado edit

The second crash occurred on July 18, 2002 near Estes Park, Colorado, also as a result of structural failure, in this case in the wing's spar adjacent to the left side of the fuselage. The aircraft, operating with the callsign Tanker 123, was loaded with 2,000 US gallons (7,600 L; 1,700 imp gal) of retardant.[8] At the time of the accident, it was in a left turn to line up for its eighth drop of the day on the Big Elk Fire.[9] While still in the 15–20° left bank, witnesses on the ground and in another tanker observed the left wing separate from the aircraft and "fold upwards", followed almost immediately by the initiation of a fire. The aircraft continued to roll left, impacting the ground at a 45° nose down attitude, starting a large fire at the wreck site. Both crewmen were killed in the crash.[10][11][12]

The aircraft, a Consolidated PB4Y-2 Privateer registered N7620C, was built during World War II. It had been delivered in July 1945 to the United States Navy, which used it for coastal patrol duties. In 1952, it was transferred to the United States Coast Guard, which operated it until it was retired in 1956. The aircraft was removed from storage and converted to an airtanker in 1958, then was flown by several different companies, the last being Hawkins & Powers. At the time of the crash, the airframe had logged 8,346.3 flight hours.[7][10]

A detailed investigation by the NTSB showed that the wing's lower spar cap had extensive stress fatigue and had fractures through the lower spar cap, vertically up the spar web and into the upper spar cap. The lower wing skin also found signs of fatigue in the area adjacent to the cracked spar cap.[7][10] An examination of two other similar aircraft showed that the area of cracking was hidden from view by other fuselage structure.[10]

Prior safety concerns and incidents edit

 
C-130A Tanker 64 operated by TBM, Inc., similar to N130HP. In this image, the white wing center section area can be easily seen in contrast with the light grey of the wings.

Concerns about the safety of older transport aircraft being used as airtankers had been ongoing, long before the 2002 crashes. In the early 1980s, concern about the age and safety issues of World War II and Korean War-era aircraft that were the predominant aircraft used as airtankers led the Forest Service to initiate a program to provide more modern, turbine-powered C-130As to contracting companies. However, this solution quickly became the problem. According to an NTSB advisory,

During a C-130A contract pre-award evaluation in 1991, the Department of the Interior's (DOI) Office of Aviation Services inspectors concluded that essential inspection and maintenance services critical to sustaining the airplane in an airworthy condition under normal operating conditions were not being accomplished with the C-130A. This prompted the DOI, in 1993, to prohibit the use of the C130A on DOI land. The FAA and the DOI subsequently developed an action plan to address many of the same inspection and maintenance issues seen in the most recent C-130A and P4Y accident investigations. Since that time the DOI has dropped its restrictions on the C-130A....[7]

On August 13, 1994, a 1957-built C-130A, registration N135FF with call sign Tanker 82, crashed near Pearblossom, California while fighting a fire in the San Gabriel Mountains. Eyewitnesses reported seeing an explosion followed by the separation of the right wing at the wing attach point.[13] Due to the extremely rugged terrain, the NTSB recovered only a small portion of the wreckage, and its preliminary conclusion that an explosion caused by a fuel leak led to the wing separation was based largely on eyewitness statements.[14] A subsequent independent investigation in 1997 led by Douglas Herlihy, a former NTSB investigator, reexamined the site and the wreckage, and found no evidence of an explosion, but rather found evidence of structural failure due to fatigue stress.[14][15] The NTSB subsequently reexamined its findings, and found evidence of fatigue cracking "consistent with overstress separation", and ultimately revised its findings.[13][16] The initial eyewitness reports of an explosion are not inconsistent with a fatigue-caused wing separation. Similar eyewitness reports were given in the 2002 crash, and an analysis of a video of that crash showed the initiation of a fireball 0.9 seconds after the wing separated.[14]

On September 6, 2000, a 1957-built C-130A registered N116TG, operated by T&G Aviation, fighting a fire near Burzet, France, crashed, killing two of the four crewmen on board.[17][18] It struck a ridge while preparing for a second drop on the fire.

Fleet grounding edit

Following the two crashes, the USFS and the United States Bureau of Land Management (BLM) jointly established an independent blue ribbon panel "to investigate issues associated with aerial wildland firefighting in the United States."[1] In March, 2003, the panel released its report, which included eight key findings

...critical for planning a safe and effective fire aviation program. The Report identified various concerns about aircraft safety, including the airworthiness of aircraft that were operating outside of their original intended design and the appropriate levels of maintenance and training to ensure safe operations. The report also identified a lack of training in contemporary aviation management areas that has contributed to an unacceptable accident rate.[1]

As a result of the panel's recommendations, the USFS and BLM declined to renew the leases on nine C-130A and PB4Y-2 airtankers, and ordered the 33 remaining large airtankers to undergo an improved inspection program before they returned to active service. The agencies contracted with the Sandia National Laboratories to analyze the safety of continuing use of five types of airtankers – the Douglas DC-4, Douglas DC-6, Douglas DC-7, Lockheed P-3 Orion and Lockheed P-2 Neptune. In addition, 11 of 19 Beechcraft 58P Baron leadplanes were also retired, as they had exceeded the 6,000 flight hour airframe safety limit. To further reduce the risk to the fleet, the agencies directed their field managers to use airtankers primarily for initial attack only.[1]

Almost two years after the summer 2002 crashes, and as a direct result of the ensuing investigations, on May 10, 2004 the Forest Service abruptly terminated the contracts for the entire large tanker fleet. USFS Chief Dale Bosworth stated, "Safety is a core value of the firefighting community, and it is non-negotiable. To continue to use these contract large airtankers when no mechanism exists to guarantee their airworthiness presents an unacceptable level of risk to the aviators, the firefighters on the ground and the communities we serve."[19] The decision affected tanker contracts issued by both the USFS and BLM.

In the vacuum left by the absence of the large tankers, the Forest Service said it would shift its firefighting strategies to rely more on heavy helicopters, light tankers and military C-130s equipped with the Modular Airborne FireFighting System.[19]

See also edit

References edit

  1. ^ a b c d Statement of Larry Hamilton National Director, Office of Fire and Aviation, Department of the Interior, Bureau of Land Management, National Interagency Fire Center Oversight Hearing: Blue Ribbon Panel Report and Aerial Firefighting Safety, Senate Energy and Natural Resources Committee Subcommittee on Public Lands and Forests, March 26, 2003, retrieved September 27, 2007
  2. ^ The Cannon Fire started on June 15, 2002 and was 100% contained on June 28, 2002, after burning 22,750 acres (9,210 ha) [1] 2007-10-01 at the Wayback Machine
  3. ^ a b c d e "NTSB Recommends Rigorous Maintenance Programs for Firefighting Aircraft". from the original on 2013-08-03. Retrieved 2013-06-23.
  4. ^ "NTSB accident brief LAX02GA201 for N130HP". Retrieved 2016-03-05.
  5. ^ "NTSB full narrative LAX02GA201 for N130HP". Retrieved 2016-03-05.
  6. ^ C130A Crash tanker 2002 | C130 Structural failure | California, retrieved 2021-09-09
  7. ^ a b c d "Update on Investigations of Firefighting Airplane Crashes in Walker, California and Estes Park, Colorado", National Transportation Safety Board, September 24, 2002, retrieved September 6, 2007
  8. ^ Harrison, Wayne (2002-07-18). . ABC 7 News. Archived from the original on 2009-02-21. Retrieved 2007-09-10.
  9. ^ The Big Elk Fire ultimately burned 4,400 acres (1,800 ha), according to the Colorado Preservationist 2007-09-22 at the Wayback Machine
  10. ^ a b c d NTSB brief DEN02GA074 for N7520C
  11. ^ Full Narrative DEN02GA074
  12. ^ Docket DEN02GA074
  13. ^ a b NTSB Accident Brief LAX94FA323 for N135FF
  14. ^ a b c . Archived from the original on 2007-09-28. Retrieved 2007-09-28.
  15. ^ "Competing Conclusions Surround Earlier Firefighting Propjet Crash", Air Safety Week, June 24, 2002, retrieved from FindArticles.com on September 8, 2007
  16. ^ "NTSB Recommends Rigorous Maintenance Programs for Firefighting Aircraft", NTSB news release, April 23, 2004, retrieved September 8, 2007
  17. ^ "Two die in French fire-fighting crash". BBC. 2000-09-06. Retrieved 2007-09-07.
  18. ^ NTSB Brief IAD00WA083
  19. ^ a b West, Pat (2004-05-12). . Fire Chief. Archived from the original on 29 September 2007. Retrieved 2007-09-07.

  This article incorporates public domain material from websites or documents of the National Transportation Safety Board.

External links edit

 
Wikisource has original text related to this article:
The 2002 airtanker crashes
  • Experiences of one of the French C-130 crewmembers
  • "Tanker 130 Down!", including photos of the aircraft
  • Video footage of the C130 accident

April 14, 2024
2002, united, states, airtanker, crashes, 2002, large, airtankers, lockheed, hercules, consolidated, pb4y, privateer, crashed, about, month, apart, while, performing, aerial, firefighting, operations, these, crashes, prompted, review, maintenance, entire, larg. In 2002 two large airtankers a Lockheed C 130 Hercules and a Consolidated PB4Y 2 Privateer crashed about a month apart while performing aerial firefighting operations These crashes prompted a review of the maintenance and use of the entire U S large airtanker fleet Ultimately the whole fleet 33 aircraft in all was grounded dramatically reducing the resources available to fight major wildfires Both aircraft were owned by Hawkins amp Powers Aviation of Greybull Wyoming and operated under contract to the United States Forest Service USFS The crashes occurred in one of the worst fire seasons in the last half century one in which 73 000 fires burned 7 2 million acres 29 000 km2 of land 1 C 130A Tanker 130 owned by Hawkins amp Powers of Greybull WY as seen circa early 2002 at Union Co Airport La Grande Oregon AccidentDateJune 17 2002SummaryStructural failure wing detachmentSitenear Walker CaliforniaFatalities3 all Survivors0P4Y 2 Tanker 123 at Chester Air Attack Base in the late 1990sAccidentDateJuly 18 2002SummaryStructural failure wing detachmentSitenear Estes Park ColoradoCrew2Fatalities2 all Survivors0 Contents 1 C 130A Walker California 2 PB4Y 2 Estes Park Colorado 3 Prior safety concerns and incidents 4 Fleet grounding 5 See also 6 References 7 External linksC 130A Walker California edit nbsp N130HP crash scene from NTSB reportLockheed C 130A Hercules registration N130HP call sign Tanker 130 was flying against the Cannon Fire 2 near Walker California on June 17 2002 when it experienced structural failure of the center wing section causing both wings to fold upward and separate from the aircraft The fuselage rolled and crashed inverted killing the three crewmen on board 3 4 5 Unusually the aircraft was being filmed by a passing tourist during the retardant drop and at the moment the wings separated 6 providing valuable video evidence for the subsequent investigation by the National Transportation Safety Board NTSB Tanker 130 had departed the Minden Nevada air attack base at 2 29 p m PDT loaded with 3 000 US gallons 11 000 L 2 500 imp gal of fire retardant for its sixth drop of the day with a pilot copilot and flight engineer on board and arrived at the fire at 2 45 p m The aircraft made an initial spotting pass over the drop zone then flew back for the drop which was to dispense half of the load of retardant The drop run required the aircraft to make a perpendicular crossing of a ridgeline and then descend into a valley A video of the accident shows the aircraft crossing the ridge and then pitching down to begin its drop of the retardant Near the end of the drop the nose of the aircraft began to pitch up to level attitude as the descent was arrested The nose continued to pitch up past level attitude and at the end of the drop the right wing began to fold upwards followed less than one second later by the left wing Two debris fields were found one 500 feet 150 m in length and the other 720 feet 220 m in length A post impact fire in the first debris field consumed major portions of the wing and engine components there was no fire in the second debris field which included the fuselage and empennage 3 The aircraft previously United States Air Force USAF Serial Number 56 0538 was one of the original C 130A production series and had been built and delivered to the USAF in 1957 It was retired from military service in 1986 In May 1988 the aircraft was acquired from the General Services Administration by the USFS which in August that year sold it and five other C 130s it had acquired to Hemet Valley Flying Service for conversion to an airtanker Hemet then sold the C 130 to Hawkins amp Powers 3 At the time of the crash the aircraft had logged 21 863 flight hours 3 The NTSB investigated the crash and determined that the accident was caused by a structural failure that occurred at the wing to fuselage attach point with the right wing failing just before the left The investigation disclosed evidence of fatigue cracks in the right wing s lower surface skin panel with origins beneath the forward doubler The origin points were determined to be in rivet holes which join the external doubler and the internal stringers to the lower skin panel These cracks which grew together to about a 12 inch 30 cm length were found to have propagated past the area where they would have been covered by the doubler and into the stringers beneath the doubler and across the lap joint between the middle skin panel and the forward skin panel 3 7 PB4Y 2 Estes Park Colorado editThe second crash occurred on July 18 2002 near Estes Park Colorado also as a result of structural failure in this case in the wing s spar adjacent to the left side of the fuselage The aircraft operating with the callsign Tanker 123 was loaded with 2 000 US gallons 7 600 L 1 700 imp gal of retardant 8 At the time of the accident it was in a left turn to line up for its eighth drop of the day on the Big Elk Fire 9 While still in the 15 20 left bank witnesses on the ground and in another tanker observed the left wing separate from the aircraft and fold upwards followed almost immediately by the initiation of a fire The aircraft continued to roll left impacting the ground at a 45 nose down attitude starting a large fire at the wreck site Both crewmen were killed in the crash 10 11 12 The aircraft a Consolidated PB4Y 2 Privateer registered N7620C was built during World War II It had been delivered in July 1945 to the United States Navy which used it for coastal patrol duties In 1952 it was transferred to the United States Coast Guard which operated it until it was retired in 1956 The aircraft was removed from storage and converted to an airtanker in 1958 then was flown by several different companies the last being Hawkins amp Powers At the time of the crash the airframe had logged 8 346 3 flight hours 7 10 A detailed investigation by the NTSB showed that the wing s lower spar cap had extensive stress fatigue and had fractures through the lower spar cap vertically up the spar web and into the upper spar cap The lower wing skin also found signs of fatigue in the area adjacent to the cracked spar cap 7 10 An examination of two other similar aircraft showed that the area of cracking was hidden from view by other fuselage structure 10 Prior safety concerns and incidents edit nbsp C 130A Tanker 64 operated by TBM Inc similar to N130HP In this image the white wing center section area can be easily seen in contrast with the light grey of the wings Concerns about the safety of older transport aircraft being used as airtankers had been ongoing long before the 2002 crashes In the early 1980s concern about the age and safety issues of World War II and Korean War era aircraft that were the predominant aircraft used as airtankers led the Forest Service to initiate a program to provide more modern turbine powered C 130As to contracting companies However this solution quickly became the problem According to an NTSB advisory During a C 130A contract pre award evaluation in 1991 the Department of the Interior s DOI Office of Aviation Services inspectors concluded that essential inspection and maintenance services critical to sustaining the airplane in an airworthy condition under normal operating conditions were not being accomplished with the C 130A This prompted the DOI in 1993 to prohibit the use of the C130A on DOI land The FAA and the DOI subsequently developed an action plan to address many of the same inspection and maintenance issues seen in the most recent C 130A and P4Y accident investigations Since that time the DOI has dropped its restrictions on the C 130A 7 On August 13 1994 a 1957 built C 130A registration N135FF with call sign Tanker 82 crashed near Pearblossom California while fighting a fire in the San Gabriel Mountains Eyewitnesses reported seeing an explosion followed by the separation of the right wing at the wing attach point 13 Due to the extremely rugged terrain the NTSB recovered only a small portion of the wreckage and its preliminary conclusion that an explosion caused by a fuel leak led to the wing separation was based largely on eyewitness statements 14 A subsequent independent investigation in 1997 led by Douglas Herlihy a former NTSB investigator reexamined the site and the wreckage and found no evidence of an explosion but rather found evidence of structural failure due to fatigue stress 14 15 The NTSB subsequently reexamined its findings and found evidence of fatigue cracking consistent with overstress separation and ultimately revised its findings 13 16 The initial eyewitness reports of an explosion are not inconsistent with a fatigue caused wing separation Similar eyewitness reports were given in the 2002 crash and an analysis of a video of that crash showed the initiation of a fireball 0 9 seconds after the wing separated 14 On September 6 2000 a 1957 built C 130A registered N116TG operated by T amp G Aviation fighting a fire near Burzet France crashed killing two of the four crewmen on board 17 18 It struck a ridge while preparing for a second drop on the fire Fleet grounding editFollowing the two crashes the USFS and the United States Bureau of Land Management BLM jointly established an independent blue ribbon panel to investigate issues associated with aerial wildland firefighting in the United States 1 In March 2003 the panel released its report which included eight key findings critical for planning a safe and effective fire aviation program The Report identified various concerns about aircraft safety including the airworthiness of aircraft that were operating outside of their original intended design and the appropriate levels of maintenance and training to ensure safe operations The report also identified a lack of training in contemporary aviation management areas that has contributed to an unacceptable accident rate 1 As a result of the panel s recommendations the USFS and BLM declined to renew the leases on nine C 130A and PB4Y 2 airtankers and ordered the 33 remaining large airtankers to undergo an improved inspection program before they returned to active service The agencies contracted with the Sandia National Laboratories to analyze the safety of continuing use of five types of airtankers the Douglas DC 4 Douglas DC 6 Douglas DC 7 Lockheed P 3 Orion and Lockheed P 2 Neptune In addition 11 of 19 Beechcraft 58P Baron leadplanes were also retired as they had exceeded the 6 000 flight hour airframe safety limit To further reduce the risk to the fleet the agencies directed their field managers to use airtankers primarily for initial attack only 1 Almost two years after the summer 2002 crashes and as a direct result of the ensuing investigations on May 10 2004 the Forest Service abruptly terminated the contracts for the entire large tanker fleet USFS Chief Dale Bosworth stated Safety is a core value of the firefighting community and it is non negotiable To continue to use these contract large airtankers when no mechanism exists to guarantee their airworthiness presents an unacceptable level of risk to the aviators the firefighters on the ground and the communities we serve 19 The decision affected tanker contracts issued by both the USFS and BLM In the vacuum left by the absence of the large tankers the Forest Service said it would shift its firefighting strategies to rely more on heavy helicopters light tankers and military C 130s equipped with the Modular Airborne FireFighting System 19 See also editList of accidents and incidents involving the Lockheed C 130 Hercules Wildfire suppression Aeroflot Flight 1491 Another aircraft accident in which both wings separated in flight References edit a b c d Statement of Larry Hamilton National Director Office of Fire and Aviation Department of the Interior Bureau of Land Management National Interagency Fire Center Oversight Hearing Blue Ribbon Panel Report and Aerial Firefighting Safety Senate Energy and Natural Resources Committee Subcommittee on Public Lands and Forests March 26 2003 retrieved September 27 2007 The Cannon Fire started on June 15 2002 and was 100 contained on June 28 2002 after burning 22 750 acres 9 210 ha 1 Archived 2007 10 01 at the Wayback Machine a b c d e NTSB Recommends Rigorous Maintenance Programs for Firefighting Aircraft Archived from the original on 2013 08 03 Retrieved 2013 06 23 NTSB accident brief LAX02GA201 for N130HP Retrieved 2016 03 05 NTSB full narrative LAX02GA201 for N130HP Retrieved 2016 03 05 C130A Crash tanker 2002 C130 Structural failure California retrieved 2021 09 09 a b c d Update on Investigations of Firefighting Airplane Crashes in Walker California and Estes Park Colorado National Transportation Safety Board September 24 2002 retrieved September 6 2007 Harrison Wayne 2002 07 18 2 Killed When Air Tanker Fighting Big Elk Fire Crashes ABC 7 News Archived from the original on 2009 02 21 Retrieved 2007 09 10 The Big Elk Fire ultimately burned 4 400 acres 1 800 ha according to the Colorado Preservationist Archived 2007 09 22 at the Wayback Machine a b c d NTSB brief DEN02GA074 for N7520C Full Narrative DEN02GA074 Docket DEN02GA074 a b NTSB Accident Brief LAX94FA323 for N135FF a b c Dornheim Michael A Hidden Fatigue Cracks Suspected in C 130 Crash Aviation Week amp Space Technology archived at International Aviation Safety Association Archived from the original on 2007 09 28 Retrieved 2007 09 28 Competing Conclusions Surround Earlier Firefighting Propjet Crash Air Safety Week June 24 2002 retrieved from FindArticles com on September 8 2007 NTSB Recommends Rigorous Maintenance Programs for Firefighting Aircraft NTSB news release April 23 2004 retrieved September 8 2007 Two die in French fire fighting crash BBC 2000 09 06 Retrieved 2007 09 07 NTSB Brief IAD00WA083 a b West Pat 2004 05 12 Feds Terminate Large Air Tanker Fleet Fire Chief Archived from the original on 29 September 2007 Retrieved 2007 09 07 nbsp This article incorporates public domain material from websites or documents of the National Transportation Safety Board External links edit nbsp Wikisource has original text related to this article The 2002 airtanker crashes Experiences of one of the French C 130 crewmembers Tanker 130 Down including photos of the aircraft N130HP aftermath photos Video footage of the C130 accident Retrieved from https en wikipedia org w index php title 2002 United States airtanker crashes amp oldid 1210689202, wikipedia, wiki, book, books, library,

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