CHIEF WARRANT OFFICER 4 ROBERT JUSTISON
Delaware Army National Guard
New Castle, Delaware
In May 2004, I was a member of Company B, 1st Battalion, 150th Aviation Regiment, in the Delaware Army National Guard. Our unit was mobilized in support of Operation Iraqi Freedom III, and our UH-60 aviation company was assigned to provide troop and VIP transport missions in Kuwait and Iraq. This was our first combat deployment.
While at the mobilization station, our UH-60A/L aircraft were being sent out for upgrades and a lot of modifications that required the replacement of old wiring. The upgrades were done by a couple of different contractors, and all eight of our aircraft were modified prior to our arrival in Kuwait. All company aircraft were used for training and flown to the port and put onto a ship.
After arriving in Kuwait, I was assigned to fly a routine VIP mission to pick up the division commander and bring him to our base. The total flight time was to be about 30 minutes. I was the pilot in command, sitting in the right seat, flying with another experienced aviator.
The crew and I arrived about an hour and a half before liftoff to complete our preflight and configure the aircraft for the mission. The aircraft preflight was completed without finding any deficiencies. The crew and I then got into the aircraft and started going through each item on the checklist. The auxiliary power unit was started to provide AC electrical power to operate aircraft systems on the ground prior to starting the two main engines.
The checks included the flight controls, which is done prior to the first flight of the day. It tests both the hydraulic systems and the helicopter flight controls and is normally accomplished by the pilot in the right seat. One part of it is to move the cyclic control stick through its full range of motion. The operator’s manual states there should be no binding or restrictions during this test. However, while moving the cyclic controls, I noticed a slight restriction, immediately followed by bright sparks and black smoke coming from the cabin ceiling between the co-pilot and pilot’s seats. We immediately shut down the aircraft APU, turned off the battery and exited the aircraft without further incident. We then used our company spare aircraft and completed the mission.
Fortunately, nobody was injured; however, there was damage to the aircraft. The cause of the sparks and smoke was due to a wiring bundle being cut from one of the aircraft control tubes. The heat generated was enough to arc weld the wire retaining clip to the control tube. Most, if not all, of the electrical relays in the aircraft were blown out. It was a long time before repairs were completed and the aircraft returned to service.
This incident could have had serious and/or catastrophic results if it had happened in flight. It was a stark reminder of how important it is to always use and follow all checklists. Remember, the checklists and their associated steps are there to protect both personnel and equipment.