Defense & Military
Settlement Reached in 2021 Navy Helicopter Crash Lawsuit
Families of sailors killed in 2021 Navy helicopter crash settle lawsuit over design defects and maintenance issues with Sikorsky Aircraft.
Settlement Reached in Lawsuit Regarding Fatal 2021 Navy Helicopter Crash
On November 24, 2025, a significant legal development occurred regarding the tragic 2021 crash of a U.S. Navy MH-60S Sea Hawk helicopter. The families of three sailors who lost their lives in the incident reached a confidential settlement with Sikorsky Aircraft Corp., a Lockheed Martin company. This agreement resolves a lawsuit filed in the U.S. District Court for the Southern District of California, bringing a conclusion to the legal battle over allegations of design defects and negligence.
The lawsuit, originally filed in August 2023, centered on the mechanical failure that led to the loss of the aircraft, known by its call sign “Loosefoot 616.” The plaintiffs represented the estates of Petty Officer 2nd Class James Buriak, Petty Officer 2nd Class Sarah Burns, and Petty Officer 3rd Class Bailey Tucker. These sailors, along with Lt. Bradley Foster and Lt. Paul Fridley, perished when their helicopter experienced catastrophic vibrations and fell from the flight deck of the USS Abraham Lincoln into the Pacific Ocean.
This settlement marks the end of the civil litigation against the helicopter manufacturer for these specific families. While the financial terms remain undisclosed, the case has highlighted critical issues regarding military aircraft maintenance protocols, design safety, and the legal frameworks governing accidents at sea. We examine the details of the allegations, the technical findings of the Navy’s investigation, and the broader safety implications for the fleet.
Allegations of Design Flaws and Negligence
The core of the plaintiffs’ case against Sikorsky Aircraft rested on the assertion that the MH-60S helicopter contained a design flaw within its hydraulic hose assembly. According to court documents, the families argued that the hydraulic damper hoses were positioned too close to the main rotor attachment point. This proximity, they alleged, made the components highly susceptible to damage during routine maintenance operations.
Legal representatives for the families, specifically attorneys from Pilot Law, P.C., contended that the manufacturer failed to warn operators of this vulnerability. The lawsuit claimed that the design allowed for the steel braids inside the hose to be flattened or crushed without leaving visible external signs of damage. Consequently, maintenance crews could not detect the structural compromise through standard visual inspections, creating a latent hazard that could lead to catastrophic failure during flight operations.
The complaint was filed under the Death on the High Seas Act (DOHSA), a federal statute from 1920 that governs civil recovery for deaths occurring beyond three nautical miles from the shore of the United States. The plaintiffs sought to hold the manufacturer accountable for what they described as a preventable defect that directly contributed to the fatal sequence of events on August 31, 2021.
The lawsuit argued that the design allowed damage to occur easily and that the steel braids inside the hose could be flattened without being visible during visual inspections.
Investigation Findings and Technical Cause
A command investigation conducted by the U.S. Navy, released in 2022, largely corroborated the technical theories presented by the plaintiffs. The investigation identified the root cause of the crash as the in-flight failure of a main rotor damper hose. This failure resulted in a total loss of damping for the main rotor system. Upon landing on the flight deck, the aircraft immediately entered a state of violent “ground resonance”, severe lateral vibrations that caused the rotor blades to strike the deck and the aircraft to roll over into the sea.
The Navy’s inquiry pinpointed the likely mechanism of damage to the use of a specific maintenance tool known as a “spindle pry bar.” Investigators determined that if this tool was used incorrectly or without sufficient clearance, it could inadvertently kink or crush the damper hose. Because the internal damage was not visible to the naked eye, the compromised hose remained in service until it failed under the stress of operations.
Following these findings, the Navy took immediate remedial action to prevent a recurrence. In late 2021, an “Interim Support Equipment Change” was issued, directing the modification of the spindle pry bar. A “hard stop” was added to the tool to physically prevent it from contacting the damper hose. Furthermore, a “Rapid Action Change” ordered the fleet-wide inspection and replacement of damper hoses. A 2022 memo signed by Vice Admiral Steve Koehler formally acknowledged that these modifications were necessary to prevent damage, validating the concerns regarding the interface between the maintenance tools and the aircraft’s design.
Legal Context and Future Implications
The resolution of this case draws attention to the legal complexities facing military families seeking redress for accidents at sea. Because the crash occurred approximately 60 nautical miles off the coast of San Diego, the case fell under the jurisdiction of the Death on the High Seas Act (DOHSA). Historically, DOHSA limits recovery strictly to “pecuniary loss,” which refers to the financial support the deceased would have provided to their dependents. It generally excludes damages for the families’ pain and suffering or the pre-death pain and suffering of the victims.
This legal limitation has been a subject of legislative debate. The “Fairness for Fallen Sailors Act,” introduced in the 2025-2026 Congress, aims to amend DOHSA to allow for non-pecuniary damages in non-commercial aviation accidents. While the bill had passed the House as of April 2025, it was still navigating the Senate at the time of this settlement. The existence of such legislation highlights the hurdles families face in securing what they view as comprehensive justice under current maritime law.
With the settlement now finalized, the civil litigation against Sikorsky regarding the “Loosefoot 616” crash is concluded for these plaintiffs. The case serves as a somber reminder of the critical importance of integrating human factors into aircraft design and the necessity of rigorous maintenance protocols. The modifications implemented by the Navy following the crash remain in effect, serving to protect current and future crews operating the MH-60S Sea Hawk.
FAQ
Question: Who were the plaintiffs in the lawsuit against Sikorsky?
Answer: The lawsuit was filed by the families of Petty Officer 2nd Class James Buriak, Petty Officer 2nd Class Sarah Burns, and Petty Officer 3rd Class Bailey Tucker.
Question: What was the technical cause of the crash?
Answer: A U.S. Navy investigation determined the crash was caused by the failure of a main rotor damper hose, likely damaged during maintenance by a spindle pry bar, which led to severe vibrations upon landing.
Question: What is the Death on the High Seas Act (DOHSA)?
Answer: DOHSA is a 1920 federal law that governs wrongful death claims occurring more than three nautical miles from U.S. shores, typically limiting recovery to financial (pecuniary) losses rather than pain and suffering.
Sources
Photo Credit: US Navy MC Seaman Marco Villasana
Defense & Military
RCAF Accepts First Two CF-35A Fighters at Luke Air Force Base
Canada takes delivery of CF-35A fighters AR-1 and AR-2 at Luke AFB as its C$19B procurement program remains under review.
This is original reporting and analysis by AirPro News.
The Royal Canadian Air Force (RCAF) officially accepted delivery of its first two Lockheed Martin CF-35A Lightning II stealth fighters at Luke Air Force Base in Arizona on October 22, 2026, marking the physical introduction of the fifth-generation platform into the Canadian military.
The handover of the aircraft, designated AR-1 and AR-2, proceeds even as the broader C$19 billion procurement program remains in political limbo. Following trade and diplomatic tensions with the United States, Prime Minister Mark Carney initiated a formal review of the 88-aircraft purchase in March 2025, leaving the ultimate size and composition of Canada’s future fighter fleet unconfirmed.
Initial training operations in Arizona
The first two CF-35As will remain stationed at Luke Air Force Base to support the initial training cadre of Canadian instructor pilots and maintainers. The Arizona installation serves as a primary international training hub for the F-35 platform, hosting multiple allied nations. According to the Department of National Defence (DND), a total of eight Canadian jets are planned to be based at the facility through 2026 and 2027.
The delivery occurred exactly one month after the first Canadian aircraft completed its maiden flight at Lockheed Martin’s production facility in Fort Worth, Texas, on September 23, 2026. In an official statement regarding the delivery, the RCAF noted that the arrival of the jets represents a foundational step, adding that the future of air and space power is built on more than equipment alone.
Procurement review and fleet uncertainty
Canada has been a partner in the Joint Strike Fighter program since 1997. After years of political debate and a reset of the procurement process, the Canadian government selected the F-35A in 2022 over the Saab Gripen E to replace its aging McDonnell Douglas CF-18 Hornet fleet. The CF-18 has been in service since the 1980s and is slated for retirement in the early 2030s. In January 2023, Ottawa finalized the agreement to purchase 88 F-35As.
The procurement trajectory shifted in March 2025 when Prime Minister Carney ordered a formal review of the acquisition. Currently, only 16 of the 88 jets are firmly committed and funded. Minister of National Defence David McGuinty confirmed the ongoing evaluation, stating that the question of the F-35 remains under review and that both he and the prime minister are highly engaged in the issue alongside the emerging Defence Investment Agency.
The government is actively evaluating the possibility of operating a mixed fighter fleet. This approach could integrate Saab Gripen E fighters alongside a smaller number of F-35s, reopening a competition that Saab had previously lost during the Future Fighter Capability Project selection.
Path to operational capability
Despite the political uncertainty surrounding the final fleet size, the RCAF continues to execute its transition plan for the funded aircraft. The first CF-35As are scheduled to arrive on Canadian soil at 4 Wing Cold Lake in Alberta in 2028.
The air force plans to declare Initial Operational Capability (IOC) for the CF-35A fleet between 2029 and 2030. This timeline aligns with the necessary infrastructure upgrades at Canadian bases and the completion of initial pilot and maintainer training in the United States.
AirPro News analysis
Canada’s ongoing review of the F-35 program is highly unusual for a Tier 3 partner at this late stage of procurement. While the physical delivery of AR-1 and AR-2 ensures the RCAF can begin building its fifth-generation institutional knowledge, the potential pivot to a mixed fleet introduces significant logistical and interoperability questions. Operating both the CF-35A and the Saab Gripen E would require maintaining two distinct supply chains, training pipelines, and maintenance infrastructures. We note that these dual-fleet requirements could potentially offset the initial acquisition savings of a split purchase, complicating the RCAF’s transition away from the CF-18 Hornet.
Photo Credit: Royal Canadian Air Force
Defense & Military
U.S. Army Validates AH-64E Apache Maritime Lifting Sling
The U.S. Army validated a lifting sling for the AH-64E Apache, enabling crane-based maritime loading with rotor blades folded.
The U.S. Army has successfully validated a prototype lifting sling for the Boeing AH-64E Apache, clearing the attack helicopter for crane-based maritime loading and unloading with its main rotor blades folded.
Announced on October 21, 2026, by the Apache Helicopter Project Office, the validation fulfills the final transportability requirement outlined in the aircraft’s Capability Production Document (CPD). The milestone significantly expands the Army’s expeditionary logistics options by reducing reliance on specialized port infrastructure.
Expanding maritime logistics capabilities
Prior to this validation, maritime deployment of the Apache fleet often depended on Roll-On/Roll-Off (RORO) vessels or specialized dock facilities equipped with ramps capable of supporting towed aircraft. The new sling, engineered by industry partner ASRC Federal, allows the AH-64E to be hoisted using standard harbor and shipboard cranes.
This Lift-On/Lift-Off (LOLO) capability mitigates transit bottlenecks and lowers vessel charter costs by opening access to a wider range of global seaports. The U.S. Army stated that the ability to load and unload the aircraft with its main rotor blades folded is a major milestone for expeditionary mobility.
Prototype validation and next steps
The validation exercise took place at Fort Hood, Texas, overseen by the Apache Project Management Transportability Team based at Redstone Arsenal, Alabama. During the testing, the team successfully demonstrated the safe hoisting of the AH-64E using the ASRC Federal prototype hardware.
Following the exercise, the test team identified minor adjustments required before full production. These modifications include the addition of protective padding to prevent the hoisting cable from contacting the main rotor blades during lifting operations. Once these adjustments are validated, ASRC Federal will manufacture and deliver five contracted production prototypes to the U.S. Army.
The AH-64E Apache global footprint
Manufactured by The Boeing Company, the AH-64 Apache has served as the primary attack helicopters for the U.S. Army since 1984. The AH-64E is the latest variant, featuring upgraded sensors, software, and weapons performance. The U.S. Army is currently modernizing its fleet to the AH-64E Version 6.5 standard while gradually retiring older AH-64D models.
The global Apache fleet consists of more than 1,280 aircraft operating across 19 defense forces. In March 2023, Boeing reported the U.S. Army fleet had surpassed 5 million total flight hours.
International demand for the platform remains active. On August 11, 2026, Boeing signed offset agreements with Polish industry partners to build a long-term sustainment infrastructure supporting Poland’s incoming fleet of 96 AH-64E helicopters.
AirPro News analysis
The shift from RORO dependency to LOLO capability represents a critical logistical upgrade for U.S. Army aviation. As military planners focus on distributed operations and expeditionary mobility, the ability to utilize commercial container ports and standard maritime cranes reduces reliance on specialized military sealift vessels. This transportability milestone ensures the AH-64E can be deployed more rapidly and flexibly in contested or infrastructure-limited theaters.
Photo Credit: United States Army – Courtesy
Defense & Military
GA-ASI and Spirit Defense Partner on FQ-42 Vengeance CCA
GA-ASI and Spirit Defense team up to manufacture the FQ-42 Vengeance airframe as the USAF targets 500 CCAs by 2032.
General Atomics Aeronautical Systems, Inc. (GA-ASI) and Spirit Defense have formed a strategic partnership to manufacture the airframe for the U.S. Air Force’s FQ-42 Vengeance Collaborative Combat Aircraft (CCA).
Announced in an October 23, 2026, press release, the agreement designates Spirit Defense, a Boeing Company, as a fuselage design-build partner. The collaboration aims to expand manufacturing capacity and establish production resilience as the U.S. Air Force (USAF) accelerates its uncrewed fighter program toward a goal of fielding hundreds of aircraft by the next decade.
Scaling production for the uncrewed fleet
The partnership connects GA-ASI headquarters in San Diego, California, with Spirit Defense operations in Wichita, Kansas. Spirit Defense operates as an independent supplier to the defense industry, providing engineering, manufacturing, and lifecycle support for military programs. By integrating Spirit Defense into the supply chain, GA-ASI intends to reduce the risk of single points of failure and increase the industrial depth required for high-volume production.
GA-ASI recently completed a new low-observable paint facility to support the CCA program and stated it is currently positioned to deliver six aircraft per month to meet initial USAF objectives. The addition of Spirit Defense is designed to scale that output further.
David R. Alexander, President of GA-ASI, highlighted the strategic necessity of the agreement in meeting military requirements.
“We’re excited to be working with Spirit Defense. We’ve established our proven design, development, and manufacturing capability for the FQ-42. With Spirit Defense we add capacity, which is exactly the kind of production resilience our U.S. Air Force customer is looking for with its CCA ramp-up. This kind of partnership represents the scalable industrial base the Air Force and the U.S. Department of [Defense] are looking for from industry.”
Keith Schrader, President and CEO of Spirit Defense, confirmed the company’s readiness to support the airframe build.
“We’re proud to bring deep manufacturing expertise and proven capabilities to this important program. Our team understands the responsibility that comes with supporting critical national defense programs, and we’re ready to deliver for our customer and the warfighter.”
The FQ-42 Vengeance in testing and evaluation
The FQ-42 Vengeance is a purpose-built, fifth-generation uncrewed fighter developed to operate alongside crewed aircraft in semi-autonomous combat roles. The design features an internal weapons bay, low observability, and a modular architecture intended for the rapid integration of mission systems and autonomy software.
On September 18, 2026, GA-ASI delivered a new FQ-42 Vengeance to Creech Air Force Base in Nevada to support continued USAF test, evaluation, and experimentation. The aircraft has already participated in formation flights with crewed fighters, including the F-35 Lightning II and the F-15E Strike Eagle.
Secretary of the Air Force Troy Meink officially named the aircraft “Vengeance” on September 14, 2026. The aircraft was previously known internally as Dark Merlin. During the naming announcement, Meink emphasized the rapid pace of the acquisition program.
“Today, the first FQ-42 and FQ-44 increments are already rolling off the assembly line,” Meink stated. “They’ll be performing many of the same missions that we do with manned fighters today.”
Evolution of the Collaborative Combat Aircraft initiative
The USAF Collaborative Combat Aircraft program is designed to field affordable, semi-autonomous drones to augment crewed fighter squadrons. The target unit cost for the aircraft at full-rate production is approximately $20 million.
GA-ASI was selected by the USAF in April 2024 to build production-representative flight test articles for the program. The FQ-42 Vengeance completed its maiden flight in August 2025, and GA-ASI secured an initial production contract from the USAF in June 2026. The FQ-42 is one of two primary designs selected for the first increment of CCA production, alongside Anduril Industries’ FQ-44 Fury.
The scope of the CCA program has expanded significantly since its inception. Initial projections called for 150 aircraft, but on September 14, 2026, the USAF confirmed a revised goal to field at least 500 Collaborative Combat Aircraft by 2032.
Mike Shortsleeve, Vice President for Strategy Business Development at GA-ASI, addressed the increased production targets following the USAF announcement.
“The intent for them is to go up to as many as 500 aircraft by 2032,” Shortsleeve said. “We’re ready to do that production.”
GA-ASI has operated as a sole manufacturer of its Uncrewed Aircraft Systems (UAS) line since its founding in 1992. Over 30 years, the company’s Predator line has logged more than 9 million flight hours across platforms including the MQ-1C Gray Eagle, MQ-9A Reaper, MQ-9B SkyGuardian/SeaGuardian, and the MQ-20 Avenger.
Beyond the domestic FQ-42 program, GA-ASI is engaged in discussions with international militaries regarding the Gambit Series. The Gambit Series is a family of modular CCAs derived from the FQ-42, the XQ-67A Off-Board Sensing Station, and the MQ-20 Avenger, optimized for electronic warfare, suppression and destruction of enemy air defenses, and stand-off precision strike missions.
AirPro News analysis
The partnership between GA-ASI and Spirit Defense illustrates the central challenge of the Collaborative Combat Aircraft program: industrial capacity. Designing a capable uncrewed fighter is only half the mandate; the other half is manufacturing it at a scale and price point that traditional defense primes have struggled to achieve with crewed aircraft. By bringing a Boeing subsidiary into the fold for fuselage production, GA-ASI is signaling to the Department of Defense that it can meet the aggressive 2032 target of 500 aircraft without requiring massive, unilateral capital expenditure.
This distributed manufacturing approach also directly addresses the Pentagon’s ongoing concerns regarding supply chain fragility. Relying on a single facility in San Diego for a critical next-generation platform presents a strategic vulnerability. Distributing the airframe build to Wichita builds redundancy into the program while leveraging existing aerospace manufacturing infrastructure, a model that will likely become standard as the USAF pushes for higher volumes of attritable or semi-attritable autonomous systems.
Photo Credit: General Atomics
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