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
L3Harris Completes First 35 Viper Shield Production Units
L3Harris reaches a production milestone for the AN/ALQ-254(V)1 Viper Shield, with 233 units on backlog for eight allied F-16 operators.
L3Harris Technologies has completed manufacturing the first 35 production units of its Viper Shield electronic warfare system, initiating a production ramp-up to fulfill a 233-unit backlog for international F-16 Fighting Falcon operators.
In a press release issued on September 3, 2026, the company announced the milestone at its Clifton, New Jersey, facility. The event also marked the assembly of the first external pod configuration utilizing production-standard hardware. The AN/ALQ-254(V)1 Viper Shield currently stands as the only F-16 electronic warfare suite in active production.
Fulfilling the international backlog
L3Harris is scaling operations to meet demand from eight allied nations that have collectively ordered 233 Viper Shield systems. These international operators have contributed to a $1 billion shared investment funding the development, laboratory testing, flight testing, and current production of the suite.
“The foreign investment is funding development, lab testing, flight testing and current production of Viper Shield systems, which presents the United States with a savings opportunity to avoid upfront costs,” said Chris Aebli, President, Communications & Spectrum Dominance, L3Harris.
Aebli noted that this shared investment means the U.S. Air-Forces and Air National Guard could benefit from joining the program without bearing the initial development burden.
Recent flight testing and fleet integration
The production milestone follows a series of recent technical and commercial validations for the Viper Shield program. On August 5, 2026, L3Harris reported the completion of two-ship flight testing at Edwards Air Force Base in California. During these tests, F-16C and F-16D models flew together with Viper Shield hardware to validate the digital architecture and real-time response capabilities in multi-aircraft scenarios.
Shortly after the Edwards Air Force Base tests, the government of Peru officially selected the Viper Shield system on August 18, 2026, for its incoming F-16 Block 70 fleet. The system is designed to be fully interoperable with the APG-83 Active Electronically Scanned Array (AESA) radar, a standard component of the Block 70/72 configuration and a common upgrade for legacy F-16 airframes.
AirPro News analysis
We note that L3Harris is leveraging international procurement to mature the Viper Shield system before heavily marketing it to domestic operators. By relying on foreign military sales to fund the $1 billion development and testing phase, the manufacturer has effectively de-risked the AN/ALQ-254(V)1 for the U.S. Air Force and Air National Guard. As legacy F-16 fleets undergo radar upgrades to the APG-83 AESA, the interoperability of the Viper Shield positions it as a logical bolt-on enhancement for operators looking to modernize their electronic warfare capabilities without funding a clean-sheet development program.
Sources: L3Harris Technologies
Photo Credit: L3Harris Technologies
Defense & Military
Hermeus Selects Anduril Lattice for Quarterhorse Mk 2
Hermeus partners with Anduril to integrate Lattice autonomy software into the Mach 3 Quarterhorse Mk 2, targeting autonomous flight in 2027.
Hermeus has selected Anduril Industries to integrate the Lattice for Mission Autonomy software into the Quarterhorse Mk 2 high-speed uncrewed aircraft, marking Anduril’s first commercial agreement to supply its autonomy solution for a third-party Group 5 platform.
Announced in a joint press release on September 3, 2026, the partnership aims to achieve the first autonomous flight of the Quarterhorse Mk 2 in 2027. The integration aligns with the United States Air Force (USAF) Collaborative Combat Aircraft (CCA) program’s push for modular systems, demonstrating that advanced hardware and software can be developed independently and combined for high-Mach environments.
Advancing high-Mach autonomous capabilities
The Quarterhorse program, supported by funding from the Pentagon’s Defense Innovation Unit (DIU), targets speeds of Mach 3. Hermeus has maintained an aggressive development timeline, flying its first aircraft in 2025 and reaching supersonic speeds with the Quarterhorse Mk 2.1 exactly 364 days later. The company is currently preparing to fly the Mk 2.2 variant, which was constructed in under a year.
Anduril’s Lattice Software will serve as the core mission planning and execution engine for the Mk 2. Operators will interface with the aircraft using Anduril’s Menace-T command, control, communications, and computing (C4) solution. This system is already utilized by USAF operators to generate sorties with semi-autonomous aircraft.
Speaking to Breaking Defense, Hermeus Chief Executive Officer Zach Shore explained the operational necessity of the Partnerships and the need for scalable command-and-control systems.
“We now need to automate a lot of those flight controls. I want to be able to push a button, have the aircraft spin up, have the aircraft auto takeoff, all those basic features that allow one person to manage multiple platforms,” Shore told the publication.
Validating modular architecture for the CCA program
The agreement serves as a practical application of the Autonomy Government Reference Architecture (A-GRA) standard. By separating the airframe development from the autonomy software, the partnership mirrors the acquisition strategy of the USAF CCA program.
Anduril noted in its September 3 press release that the Hermeus contract validates this focus on modularity. Establishing a common standard ensures cross-compatibility between disparate hardware and software systems, which the company states will accelerate the deployment of autonomous Military-Aircraft.
Brett Darcey, Anduril’s General Manager and Vice President for Mission Autonomy in Air Dominance and Strike, emphasized the maturity of the integration in comments to Breaking Defense.
“We really want to emphasize the fullness of the stack. This isn’t just a mission autonomy science project. This is really readying the Quarterhorse for [autonomous operations],” Darcey stated.
AirPro News analysis
We view this integration as a critical test case for the Pentagon’s broader uncrewed Aviation strategy. If Anduril’s Lattice can successfully manage a third-party airframe operating at Mach 3, it will prove that the A-GRA standard is viable for extreme flight envelopes, not just subsonic loyal wingman platforms. The 2027 flight test will be a major milestone for both companies, potentially opening the door for Anduril to market its autonomy stack to other aerospace Manufacturers while allowing Hermeus to focus entirely on its high-speed propulsion and aerodynamic challenges.
Sources: Anduril Industries
Photo Credit: Anduril Industries
Defense & Military
MAFFS Surpasses One Million Gallons in 2026 Fire Season
Military MAFFS crews delivered over 1.07M gallons of fire retardant by Aug 31, 2026, exceeding the totals of the previous two years.
Military-Aircraft aircrews operating the Modular Airborne Fire Fighting System (MAFFS) surpassed one million gallons of fire retardant delivered across the western United States on August 28, 2026, underscoring the severity of a wildfire season that has already eclipsed the total aerial firefighting volumes of the previous two years.
According to an official release from the U.S. National Guard on September 2, 2026, the running total of retardant dropped by MAFFS-equipped Lockheed C-130 Hercules aircraft reached 1,070,017 gallons by August 31. The program provides critical surge capacity for the U.S. Forest Service (USFS) and the National Interagency Fire Center (NIFC) when commercial and federal contract airtankers are fully committed to existing incidents.
Surge capacity in a demanding fire season
The 2026 season ranks among the busiest of the past decade for military aerial firefighting units. The current volume of 1,070,017 gallons significantly exceeds the 410,810 gallons delivered in all of 2025 and the 871,205 gallons dropped in 2024.
While 2026 has seen elevated activity, the busiest MAFFS season of the past decade remains 2021, which saw 2,583,204 gallons delivered, followed by 1,350,298 gallons in 2020. With weeks potentially remaining in the current fire season, the final 2026 figures are expected to climb further.
Col. Jason Little, Commander of the MAFFS Air Expeditionary Group, emphasized the program’s role in supporting civilian agencies during periods of high demand.
“We serve as a surge capability, and our responsibility is to be as prepared and effective as possible when called upon,” Little stated. “We do our best to integrate seamlessly with the federal and state agencies committed to wildland firefighting.”
Multi-unit military coordination
The MAFFS mission requires coordination across multiple military branches and state lines. Operations for the 2026 season are being coordinated from Reno, Nevada, drawing on resources from across the western United States.
The effort comprises crews from the 146th Airlift Wing of the California Air National Guard, the 152nd Airlift Wing of the Nevada Air National Guard, the 153rd Airlift Wing of the Wyoming Air National Guard, and the 302nd Airlift Wing of the Air Force Reserve Command based in Colorado. These units operate C-130 aircraft fitted with specialized MAFFS roll-on/roll-off equipment, allowing standard tactical airlifters to function temporarily as heavy airtankers.
AirPro News analysis
The rapid accumulation of MAFFS flight hours and retardant drops in 2026 highlights a growing reliance on military surge capabilities to manage domestic natural disasters. As commercial airtanker fleets face high utilization rates early in the fire season, the strategic value of the MAFFS program becomes increasingly apparent. We note that the year-over-year volatility in retardant volumes, fluctuating from just over 410,000 gallons in 2025 to over a million before September in 2026, presents ongoing readiness and funding challenges for the participating Air National Guard and Air Force Reserve units. These squadrons must balance unpredictable domestic support missions with their primary military readiness and global airlift requirements.
Sources: U.S. National Guard
Photo Credit: Senior Master Sgt. Paula Macomber
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