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Additional details have emerged regarding the tragic accident involving US Army Chinook 74-22292.

This helicopter became registered to the United States Army as 74-22292.

On September 11, 1982, what was meant to be a joyful celebration turned into a devastating tragedy that put the city of Mannheim in the global spotlight. That year marked 375 years since Mannheim had been granted city rights, and to commemorate the occasion, the city organized the International Airship Days 1982, a grand public festival held at Neuostheim Airfield.

Mannheim held a significant place in German aviation history, particularly due to its association with the Schuette-Lanz company, one of Germany's major airship manufacturers. The festival was designed to celebrate this legacy over three days, featuring aerial demonstrations, mass balloon launches, and a highly anticipated world record attempt in parachuting by an altitude of 12,000 feet (approximately 3,658 meters).

Preparations and Support

To ensure safety and smooth operations, several agencies were present at Neuostheim Airfield, including:

The Northern Division of the Mannheim Volunteer Fire Department
The Mannheim branch of the Federal Agency for Technical Relief (THW)
Various local aid organizations
The Mannheim Police

One of the main highlights of the event was the parachuting world record attempt. A large group of skydivers from different nations planned to leap from high altitude and form the largest free-fall circular formation ever attempted. However, achieving this required an aircraft capable of carrying a large number of jumpers to the necessary altitude.
With limited suitable aircraft available, Mannheim city officials requested support from the U.S. Army Command in Heidelberg. The request came at a challenging time, as the U.S. military was engaged in REFORGER (Returning Forces to Germany), an annual large-scale military exercise.
The 295th Assault Support Helicopter Company ("Cyclones"), stationed at Mannheim's Coleman Barracks, was responsible for rapid troop movements in wartime. Most of its aircraft had been deployed to Illesheim for the exercise, leaving only a small reserve force in Mannheim. Despite these operational constraints, the U.S. Army agreed to support the world record attempt by committing two CH-47C Chinook helicopters.
One of these helicopters, with the internal Army registration number 74-22292 known to its crew simply as "292" would soon become the center of a horrific disaster.

The Chinook 292 and Its Crew

Chinook 292 had been in U.S. Army service since 1976 and had accumulated just under 900 operational hours by the day of the event. It was customary for pilots and co-pilots to be assigned specific aircraft whenever possible. The usual crew for 292 consisted of:
Chief Warrant Officer Al M. Dutschi (Pilot)
Chief Warrant Officer Jose L. Vega (Co-pilot)

However, both had been deployed to Illesheim for REFORGER, leaving the aircraft at Coleman Barracks. For the Airship Days mission, a replacement crew was assigned:

Chief Warrant Officer Leon E. Schoenborn (43), Pilot
Chief Warrant Officer Douglas J. Eschler (34), Co-pilot
Staff Sgt. Alvin G. Edwards (29), Flight Engineer
Sgt. Joseph Cruz (25), Officer in Command
Pfc. Robert J. Stewart (29), Crew Member

Notably, Eschler had remained in Mannheim because his wife had just given birth to their fifth child days earlier.

Mission Briefing and Takeoff

On the morning of September 11, 1982, both Chinooks took off from Coleman Barracks, arriving at Neuostheim Airfield on schedule. However, during final planning, concerns arose that using two helicopters for the jump might complicate the skydivers' ability to form their free-fall formation.
As a result, only one helicopter Chinook 292 was selected for the world record attempt, meaning some parachutists had to be left behind.

Passengers on Board

At 12:00 PM LT, the 292 crew completed their pre-flight checks, finding no abnormalities. The flight engineer, Alvin G. Edwards, who was not particularly fond of the Chinook, reluctantly gave the go-ahead for takeoff.
A total of 38 people boarded the aircraft, including: 23 French parachutists
9 British parachutists
6 German parachutists
A television crew from AFN covering the event
Major Lee Devault (36) from the U.S. Army Headquarters in Heidelberg
Private Bruce Scott (21), Cameraman
Senior Airman Michael A. Sutton (26), Reporter
Also, a ZDF television crew was originally scheduled to join but was left behind due to seating constraints.

At 12:30 PM, Schoenborn and Eschler started the engines, and Chinook 292 lifted off into the sky over Mannheim.

The Flight and Sudden Emergency

The helicopter climbed steadily, reaching an altitude of 8,000 to 9,000 feet (2,500 to 2,700 meters) when the first warning signs appeared. At 12:42 PM, Schoenborn and Eschler noticed: A warning light flashing in the cockpit and an unfamiliar noise coming from the aircraft. Recognizing a serious issue, they radioed hearing a noise from the rear of the craft and that a flicker had been observed on the master caution panel and immediately decided to abort the mission.

The Final Moments

The pilots initiated an autorotation descent, a procedure that allows helicopters to glide safely to the ground in the event of engine failure. As they descended to 800 feet (250 meters), they decided to land in a nearby field rather than risk crashing near the crowded airfield. Then, at the critical moment, the pilots attempted to restore power to the engines.

Catastrophic Failure

At that instant, a loud bang echoed through the sky. The front and rear rotor blades collided, shearing off the rear drive train and sending 292 into an uncontrollable 180-degree spin. The helicopter flipped onto its right side and plummeted like a stone onto Highway 656, where it exploded in a massive fireball upon impact.

Rescue and Aftermath

Emergency crews at Neuostheim reacted immediately, racing to the crash site. Firefighters, THW personnel, and rescue teams fought the flames with foam while securing the area. Also, two civilian motorists driving on Highway 656 narrowly escaped death when the Chinook crashed directly in front of them. Despite the rapid response, no one on board survived.

We extend our deepest condolences to all the families and friends affected by this tragic incident.

Video 1 by Mannheimer Morgen published September 28, 2022, shows wie Augenzeugen und Angehoerige Mannheims Katastrophe 1982 erlebten.



Investigation and Cause of the Crash

A detailed investigation by U.S. Army aviation experts from Fort Rucker (Alabama) identified the cause:

- Clogged lubrication nozzles in the transfer case led to complete transmission failure.

- The blockage was caused by a mixture of walnut shell grit and grease, a cleaning residue from maintenance procedures.

- The U.S. Army had used walnut shell grit for gearbox cleaning, believing it to be harmless. However, improper removal during maintenance led to grit accumulating in the transmission system.

- When the pilots applied power, the transmission failed completely, causing the rotors to desynchronize and collide.

Impact and Changes

Following the crash, the U.S. Army grounded all Chinooks and conducted extensive inspections, finding similar contamination in other helicopters. This disaster prompted a revision of maintenance procedures, preventing similar failures in the future.

Conclusion

The Chinook 292 disaster remains one of the deadliest aviation accidents in Mannheim's history. A day meant for celebration and world records became a day of mourning, leaving an indelible mark on all those who witnessed the tragedy.

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On Wednesday January 29, 2025, this helicopter registered to the United States Army as 00-26860 with Mode-S Hex: AE213D was configured for executive transport, carrying senior U.S. officials and military personnel, and was operating under the callsign PAT25, signifying a "Priority Air Transport" flight. However, no senior officials were on board at the time. Operated by B Company of the 12th Aviation Battalion out of Fort Belvoir, the helicopter was on a routine training flight from Davison Army Airfield when the collision occurred.

They were flying at low altitudes over the Potomac River from north to south while on a required annual night evaluation. The three crew named CW2 Andrew Eaves, (39) CPT Rebecca Lobach, (28) and SSG Ryan O'Hara, (28) had probably night vision goggles in use.

At approximately 8:47 p.m. EST, less than 30 seconds before impact, an air traffic controller asked the helicopter crew if they had visual contact with the approaching airliner amid multiple similar aircraft operating in the vicinity. The crew confirmed they had an aircraft in sight and requested "visual separation," meaning they would maintain a safe distance on their own, which the controller approved. Moments later, the controller instructed the helicopter to pass behind Flight American Eagle 5342 crew consisting of Flight Captain Jonathan Campos, (34) Pilot First Officer Samuel Lilley, (28) Flight attendant Ian Epstein and Danasia Elder plus 60 passengers.

The two aircraft collided at an altitude yet to be precisely determined, with the airliner traveling at 128 mph (206 km/h; 111 kn) upon impact. The collision caused the helicopter to explode and crash into the Potomac River. Meanwhile, the CRJ700's transponder ceased transmitting about 2,400 feet (730 m) short of Runway 33, where it was cleared to land. Data from Flightradar24 indicated the transponder continued providing incorrect signals for about a minute after the crash.

The impact, which lasted just over a minute, was captured on a webcam at the John F. Kennedy Center for the Performing Arts. Additional footage showed a fiery trail, while other videos depicted the airliner in a left-hand spiral before crashing into the water, appearing to have lost most or all of its left wing. Witnesses reported the aircraft "split in half" upon impact, while the helicopter crashed upside down nearby. A pilot in an unrelated aircraft, on approach to the airport, confirmed the crash to air traffic control and reported flares from the opposite side of the Potomac.

The CRJ700 was equipped with a Traffic Collision Avoidance System (TCAS), but these systems typically suppress Resolution Advisories (RA) below 1,000 feet (300 m) to prevent conflicts with terrain, reduce cognitive load on pilots, and avoid unnecessary guidance during critical landing phases.

Within three hours of the collision, authorities confirmed multiple fatalities. By 2:50 a.m., no survivors had been found, and search-and-rescue efforts were described as increasingly grim. By the afternoon, all 67 people aboard were presumed dead.

We extend our deepest condolences to all the families and friends affected by this tragic incident.

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The last monthly update was on July 6th, 2021. Due to family reasons, I can add additional helicopters only bit by bit for the time being. I hope you understand since this is still a one-man show.

Identified accidents are up to date till the 6th of August 2014. I will try for now to have the accidents updated from February 2021 till today.

The last monthly update was on July 6th, 2021. Due to family reasons, I can add additional helicopters only bit by bit for the time being. I hope you understand since this is still a one-man show.

Appeared:26.03.2025

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