crew

Todd Meadows, a crewmember on one of the fishing vessels featured on the long-running reality series “Deadliest Catch,” has died. He was 25.

Rick Shelford, the captain of the Aleutian Lady, announced in a Monday post on Facebook and Instagram that Meadows died Feb. 25. He called it “the most tragic day in the history of the Aleutian Lady on the Bering Sea.”

“We lost our brother,” Shelford wrote in his lengthy tribute. “Todd was the newest member of our crew, he quickly became family. His love for fishing and his strong work ethic earned everyone’s respect right away. His smile was contagious, and the sound of his laughter coming up the wheelhouse stairs or over the deck hailer is something we will carry with us always.

“He worked hard, loved deeply, and brought joy to those around him,” he added. “Todd will forever be part of this boat, this crew, and this brotherhood. Though we lost him far too soon, his legacy will live on through his children and in every memory we carry of him.”

A fundraiser set up in Meadows’ name described the deckhand from Montesano, Wash., as a father to “three amazing little boys” who died “while doing what he loved — crabbing out on Alaskan waters.”

According to the Associated Press, Meadows died after he was reported to have fallen overboard around 170 miles north of Dutch Harbor, Alaska.

“He was recovered unresponsive by the crew approximately ten minutes later,” Chief Petty Officer Travis Magee, a spokesperson with the Coast Guard’s Arctic District, told the AP. The Coast Guard is investigating the incident.

Meadows was a first-year cast member of “Deadliest Catch,” the Discovery Channel reality series that follows crab fishermen navigating the perilous winds and waves of the Bering Sea during the Alaskan king crab and snow crab fishing seasons. The show debuted in 2005. No episodes from Meadows’ season has aired.

Deadline reported that the show was in production on its 22nd season when the incident occurred, with the Shelford-led Aleutian Lady being the last of the vessels still out at sea at the time. Production has subsequently concluded, per the outlet.

“We are deeply saddened by the tragic passing of Todd Meadows,” a Discovery Channel spokesperson said in a statement that has been widely circulated. “This is a devastating loss, and our hearts are with his loved ones, his crewmates, and the entire fishing community during this incredibly difficult time.”

Meadows is the latest among “Deadliest Catch” cast members who have died. Previous deaths include Phil Harris, a captain of one of the ships featured on the show, who died after suffering a stroke while filming the show’s sixth season in 2010. Todd Kochutin, a crew member of the Patricia Lee, died in 2021 from injuries he sustained while aboard the fishing vessel, according to an obituary. Other cast members have died from substance abuse or natural causes.

A Los Angeles firefighter said in sworn testimony that he sounded the alarm about the inadequate mop-up of the Lachman fire — and was blown off by a captain — days before the embers reignited into the deadly Palisades fire.

The firefighter, Scott Pike, testified last month in a lawsuit brought by Palisades fire victims against the city and the state.

Pike, a 23-year LAFD veteran normally assigned to a station in Sunland, was working an overtime shift on Jan. 2 when he was assigned to pick up the hoses from the Lachman fire. But he said he saw about five areas that were still smoking.

At one ash pit, he said, “I didn’t even want to use my gloved hand because it was hot. So I just kicked it with my boot to kind of expose it, and there was, like red hot, like, coals … that was still smoldering. And I even heard crackling.”

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Pike’s dramatic retelling, which city attorneys initially blocked from release along with transcripts of deposition testimony from 11 other firefighters, corroborates previous reporting by The Times that a battalion chief ordered crews to pack up their hoses and leave, despite signs that the earlier fire was not completely extinguished.

Pike testified that when he reported his observations to other firefighters at the scene, “I felt like I kind of got blown off a little bit.”

Then he tried the captain.

“That’s how I approached him, is like, ‘Hey, Cap … We have hot spots in general. We have some ash pits,’” Pike said of the captain on the scene, whose name he did not know. “That’s an alert to double-check the whole area and maybe we need to switch our tactics.”

Pike testified that it was not his job “to overstep and tell him what to do. He earned that rank.”

The other firefighters, too, seemed eager to “just get this hose picked up,” Pike said, adding that he was working overtime the day after a holiday “because nobody else wanted to work it.”

“It kind of sits heavy with me that nobody listened to me,” he said.

LAFD commanders have insisted that the flames were completely out and barely mentioned the earlier fire in an after-action review report designed to examine mistakes and prevent them from happening again.

Pike said in his testimony that he was never interviewed for the after-action report.

After the firefighters testified over the course of three weeks, city attorneys invoked a general protective order that any party in the litigation can designate testimony as confidential for up to 30 days. A city attorney previously told The Times that this allowed them to review the testimony and determine which parts, if any, should stay confidential.

Days after the firefighters left the scene, high winds reignited the embers into the inferno that destroyed much of Pacific Palisades and killed 12 people.

Alex Robertson, an attorney representing the Palisades fire victims in the lawsuit, said the 11 other firefighters who were deposed testified that the fire was out and that they did not see hot spots or smoldering.

“Only one of the firefighters we deposed had the courage to tell the truth — that his fellow firefighters and captain ignored his warnings that the fire had not been fully extinguished,” Robertson said.

The fire victims allege that the state government, which owns Topanga State Park, failed in the week between the two fires to inspect the burn scar after firefighters left and make sure a “dangerous condition” did not exist on its property.

The LAFD was responsible for putting out the fire, but plaintiffs’ attorneys argue that the state should have done more to monitor the burn scar and ensure the area was safe.

Several California State Parks representatives also testified in the case. Their testimony and text messages show that their initial concern was whether the fire was on parkland and whether firefighting efforts and equipment would harm federally endangered plants and artifacts.

The Times report about crews being ordered to leave the earlier fire, published Oct. 30, described text messages from firefighters indicating that at the scene of the Lachman fire on Jan. 2, 2025, the ground was still smoldering and rocks were hot to the touch.

In one text message, a firefighter who was at the scene wrote that the battalion chief had been told it was a “bad idea” to leave because of the visible signs of smoking terrain, which crews feared could start a new fire if left unprotected.

“And the rest is history,” the firefighter wrote.

A second firefighter was told that tree stumps were still hot when the crew packed up and left, according to the texts. And a third firefighter said last month that crew members were upset when told to pack up and leave but that they could not ignore orders, according to the texts. The third firefighter also wrote that he and his colleagues knew immediately that the Palisades fire was a rekindle of the Jan. 1 blaze.

LAFD officials were emphatic early on that the Lachman fire, which federal prosecutors believe was deliberately set, was fully extinguished.

“We won’t leave a fire that has any hot spots,” Kristin Crowley, the fire chief at the time, said at a community meeting Jan. 16, 2025.

“That fire was dead out,” Chief Deputy Joe Everett said at the same meeting, adding that he was out of town but communicating with the incident commander. “If it is determined that was the cause, it would be a phenomenon.”

The Lachman fire broke out shortly after midnight on New Years Day. A few hours later, at 4:46 a.m., the LAFD announced that the blaze was fully contained at eight acres.

Top fire commanders soon made plans to finish mopping up the scene and to leave with their equipment, according to another set of text messages obtained by The Times through a state Public Records Act request.

“I imagine it might take all day to get that hose off the hill,” LAFD Chief Deputy Phillip Fligiel said in a group chat early the morning of Jan. 1. “Make sure that plan is coordinated.”

At 1:35 p.m. on Jan. 2, Battalion Chief Mario Garcia — whom firefighters said had received the observations about the smoldering ground and hot rocks, according to the private text messages The Times reviewed — texted Fligiel and Everett: “All hose and equipment has been picked up.”

Five days after that, on the morning of Jan. 7, an LAFD captain called Fire Station 23 to say that the Lachman fire had started up again.

In June, LAFD Battalion Chief Nick Ferrari had told a high-ranking fire official who works for a different agency in the L.A. region that LAFD officials knew about the firefighters’ complaints at the Lachman fire scene, The Times also reported.

After the Oct. 30 Times report, Bass directed Fire Chief Jaime Moore, who started the job in November, to commission an independent investigation into the LAFD’s handling of the Lachman fire.

In an interview last month, Moore said he opened an internal investigation into the Lachman fire through the LAFD’s Professional Standards Division, which probes complaints against department members. He said he requested the Fire Safety Research Institute, which is reviewing last January’s wildfires at the request of Gov. Gavin Newsom, to include the Lachman fire as part of its analysis, and the institute agreed. Moore also pointed to the L.A. City Council’s move to hire an outside firm to examine the Lachman and Palisades fires.

Even with the internal investigation underway, Moore said he spoke with the battalion chief who was on duty during the Lachman fire mop-up.

“He swears to me that nobody ever told him verbally or through a text message that there was any hot spots,” Moore said.

As well as being a key component of Russia’s attack helicopter force in the war in Ukraine, the Mi-28 Havoc has been in the news recently on account of its apparent delivery to Iran. Meanwhile, one lesser-known aspect of the Mi-28 is its ability to transport two or three passengers in a cramped fuselage compartment, a feature that is seen clearly in a recently published video of the rotorcraft.

The footage in question originates with the state-owned Russia Television and Radio channel and shows a Russian Aerospace Forces Mi-28NM — the latest domestic version of the gunship — undergoing pre-flight checks at a forward airstrip somewhere in the Ukrainian conflict zone. The video reportedly dates from this month.

At the start of the video, a technician is seen handling hoses that run into the helicopter’s port-side rear fuselage via an open door. Typically, such hoses are attached to dehumidifier units, which then blow warm, dry air through the aircraft to keep everything dry. This is especially important for sensitive avionics in cold weather, as on this snowy airfield. Once the helicopter is fully powered up, it should keep itself warm enough for moisture not to be a problem.

What’s most interesting, however, is that the open door provides a rare look into this rear-fuselage compartment, which has the capacity to carry two or three people, or an equivalent load of cargo. Of course, this is in addition to the Mi-28’s two crew seated in tandem in the cockpit — the weapon system operator/navigator forward and the pilot to the rear.

The fuselage compartment, unique among in-service attack helicopters, was part of the Mi-28’s design when it was first schemed back in the second half of the 1970s. The Soviet Union had ordered Mil to design a new-generation combat helicopter, equivalent to the U.S. AH-64 Apache, but this feature was all its own.

The Mi-28’s configuration was broadly similar to the AH-64, but marked a significant move away from the philosophy enshrined in the previous Mi-24 Hind. As we have discussed in the past, the Mi-24 had been built around a passenger/cargo cabin — with space for a squad of infantry — although, as it was developed, it expanded its anti-armor capabilities, too.

A walkaround video of a privately owned Mi-24 in the United States. The passenger/cargo cabin is seen in detail from around the 11:30 mark:

Hind MI-24 Helicopter Walkaround Tour

In contrast, the Mi-28 was a tank-killer first and foremost, with no cabin, and better overall performance. However, there was internal space for a much smaller compartment and one that would be very useful for retrieving downed pilots from the battle area, especially for grabbing a pilot who went down within the same flight. Bearing in mind the expected aircraft losses on Europe’s Central Front — especially among low-flying helicopters — this made a lot of sense.

Other tasks could have included moving mechanics and tools to conduct limited repairs of other helicopters in an emergency. Potentially, it could even have been used for inserting and picking up infiltrators or saboteurs.

Having the option of using the Mi-28 as a kind of ad-hoc, or non-traditional combat search and rescue (CSAR) asset would also mean that the aircraft could operate on its own and on the fly if other air or ground assets were not available. Traditionally, CSAR helicopters have to operate with an armed escort. It’s unknown whether the passenger cabin has been used at all in the war in Ukraine, but the limited space, presence of avionics equipment, and complete lack of windows mean it’s only really suited to emergencies. For more typical CSAR missions in the Ukrainian theater, Mi-8 Hips and Mi-24s are typically used, with an escort of Mi-28 or Ka-52 Hokum attack helicopters.

As for other attack helicopter types attempting personnel recovery, the best-known incident is likely that involving two British Army Apache gunships in Afghanistan in January 2007. During that dramatic mission, four Royal Marines strapped themselves to the outside of two Apaches for an attempted combat rescue. Ultimately, they were only able to recover the body of their fallen comrade, Lance Cpl. Ford, who had already been killed.

The Italian Army, too, has explored the concept of using its A129 Mangusta attack helicopters for personnel rescue, strapping a pair of soldiers to the main landing gear struts. Meanwhile, the U.S. Army Special Operations Command operates MH-6M Little Birds with side-mounted planks to externally airlift special operators. A more elaborate modular system, used to transport small numbers of personnel, was schemed for the Bell 360 Invictus armed scout helicopter, as you can read about here.

It’s also worth pointing out another planned ‘survival’ feature of the Mi-28, namely its crew-escape system. Unlike the Ka-52, the Mi-28 doesn’t have ejection seats. Instead, the Zvezda/Tomilino Pamir-K crew seats have belts that tighten automatically when high-g loads are encountered. As originally envisaged, the crew escape system would work as follows: During any kind of catastrophic failure at altitude, the cockpit doors would be blown off, the stub wings would be jettisoned together with their loads, and an inflatable door-sill sleeve would be filled with air. This was to protect the crew from the protruding main landing gear and cannon and help them clear the helicopter, after which they would return to the ground by parachute. In theory, at least.

Ka-52 alligator and its unique K-37-800M ejection seats. Before the rocket in the ejection seat deploys, the rotor blades are blown away by explosive charges in the rotor disc and the canopy is jettisoned. pic.twitter.com/BzPP9SNXMZ

— Владимир З. (@VladZinen) December 11, 2020

In practice, it seems the crew escape system never reached operational status on the Mi-28, likely due to the very limited window in which it would be of practical use.

According to the Oryx open-source tracking group, Russia has lost 19 Mi-28s since launching its full-scale invasion of Ukraine four years ago. This figure could be higher because Oryx only tabulates losses it can confirm visually. Russia began the conflict with a force of around 110 Mi-28s of all versions.

⚡️Video of the destruction of the Mi-28 of the 🇷🇺Russian Air Force using an 🇺🇦FPV drone. The first recorded case pic.twitter.com/LWosDeX2Ah

— 🪖MilitaryNewsUA🇺🇦 (@front_ukrainian) August 7, 2024

The Mi-28 has had a notably protracted history since it was first flown in prototype form in 1982. The original Havoc was abandoned by the early 1990s, and Mil pressed ahead with the radar-equipped, night-capable Mi-28N version. Deliveries of production Mi-28N helicopters to Russia began in 2008, and export versions have since been sold to Algeria, Iraq, Uganda, and, apparently, now also Iran.

For Russia, the basic version remains the Mi-28N, which also undertook combat operations in Syria starting in 2016.

Less common is the Mi-28UB (only 24 of which were produced), which received a mast-mounted radar, lacking on the Mi-28N, and dual controls. As for the latest Mi-28NM version — as seen in the video above — this also has the mast-mounted radar and other changes, including new missiles. As well as having been ordered in quantity for Russia, there are also plans to bring older Mi-28N aircraft up to Mi-28NM standard.

Video of the radar-equipped Mi-28UB during a live-fire exercise in the Krasnodar region, March 2020:

Russian Mi-28UB live fire exercise

For all the changes that the Mi-28 has undergone since it first appeared, its highly compact passenger compartment remains one of its most unusual features.

Contact the author: thomas@thewarzone.com

Connor Cipolla, an Eaton wildfire survivor, last year praised Southern California Edison’s plan of burying more than 60 miles of electric lines in Altadena as it rebuilds to reduce the risk of fire.

Then he learned he would have to pay $20,000 to $40,000 to connect his home, which was damaged by smoke and ash, to Edison’s new underground line. A nearby neighbor received an estimate for $30,000, he said.

“Residents are so angry,” Cipolla said. “We were completely blindsided.”

Other residents have tracked the wooden stakes Edison workers put up, showing where crews will dig. They’ve found dozens of places where deep trenches are planned under oak and pine trees that survived the fire. In addition to the added costs they face, they fear many trees will die as crews cut their roots.

“The damage is being done now and it’s irreversible,” homeowner Robert Steller said, pointing Maiden Lane to where an Edison crew was working.

For a week, Steller, who lost his home in the fire, parked his Toyota 4Runner over a recently dug trench. He said he was trying to block Edison’s crew from burying a large transformer between two towering deodar cedar trees. The work would “be downright fatal” to the decades-old trees, he said.

Altadena resident Robert Steller stands in front of his Toyota 4Runner that he parked strategically to prevent a Southern California Edison crew from digging too close to two towering cedar trees.

(Ronaldo Bolaños / Los Angeles Times)

The buried lines are an upgrade that will make Altadena’s electrical grid safer and more reliable, Edison says, and it also will lower the risk that the company would have to black out Altadena neighborhoods during dangerous Santa Ana winds to prevent fires.

Brandon Tolentino, an Edison vice president, said the company was trying to find government or charity funding to help homeowners pay to connect to the buried lines. In the meantime, he said, Edison decided to allow owners of homes that survived the fire to keep their overhead connections until financial help was available.

Tolentino added that the company planned meetings to listen to residents’ concerns, including about the trees. He said crews were trained to stop work when they find tree roots and switch from using a backhoe to digging by hand to protect them.

“We’re minimizing the impact on the trees as we [put lines] underground or do any work in Altadena,” he said.

Although placing cables underground is a fire prevention measure, consumer advocates point out it’s not the most cost-effective step Edison can take to reduce the risk.

Undergrounding electric wires can cost more than $6 million per mile, according to the state Public Utilities Commission, far more than building overhead wires.

Because utility shareholders put up part of the money needed to pay for burying the lines, the expensive work means they will earn more profit. Last year, the commission agreed Edison investors could earn an annual return of 10.03% on that money.

Edison said in April it would spend as much as $925 million to underground and rebuild its grid in Altadena and Malibu, where the Palisades fire caused devastation. That amount of construction spending will earn Edison and its shareholders more than $70 million in profit before taxes — an amount billed to electric customers — in the first year, according to calculations by Mark Ellis, the former chief economist for Sempra, the parent company of Southern California Gas and San Diego Gas & Electric.

That annual return will continue over the decades while slowly decreasing each year as the assets are depreciated, Ellis said.

“They’re making a nice profit on this,” he said.

Tolentino said the company wasn’t doing the work to profit.

“The primary reason for undergrounding is the wildfire mitigation,” he said. “Our focus is supporting the community as they rebuild.”

It’s unclear if the Eaton fire would have been less disastrous if Altadena’s neighborhood power lines had been buried. The blaze ignited under Edison’s towering transmission lines that run down the mountainside in Eaton Canyon. Those lines carry bulk power through Edison’s territory. The power lines being put underground are the smaller distribution lines, which carry power to homes.

A power line outside the home of Altadena resident Connor Cipolla.

(Ronaldo Bolanos/Los Angeles Times)

The investigation into the fire’s cause has not yet been released. Edison says a leading theory is that one of the Eaton Canyon transmission lines, which hadn’t carried power for 50 years, might have briefly reenergized, sparking the blaze. The fire killed 19 people and destroyed more than 9,000 homes, businesses and other structures.

Edison said it has no plans to bury those transmission lines.

The high cost of undergrounding has become a contentious issue in Sacramento because, under state rules, most or all of it is billed to all customers of the utility.

Before the Eaton fire, Edison won praise from consumer advocates by installing insulated overhead wires that sharply cut the risk of the lines sparking a fire for a fraction of the cost. Since 2019, the company has installed more than 6,800 miles of the insulated wires.

“A dollar spent reconductoring with covered conductor provides … over four times as much value in wildfire risk mitigation as a dollar spent on underground conversion,” Edison said in testimony before the utilities commission in 2018.

By comparison, Pacific Gas & Electric has relied more on undergrounding its lines to reduce the risk of fire, pushing up customer utility bills. Now Edison has shifted to follow PG&E’s example.

Mark Toney, executive director of the the Utility Reform Network, a consumer group in San Francisco, said his staff estimates Edison spends $4 million per mile to underground wires compared with $800,000 per mile for installing insulated lines.

By burying more lines, customer bills and Edison’s profits could soar, Toney said.

“Five times the cost is equal to five times the profit,” he said.

Last spring, Pedro Pizarro, chief executive of Edison International, told Gov. Gavin Newsom about the company’s undergrounding plans in a letter. Pizarro wrote that rules at the utility commission would require Altadena and Malibu homeowners to pay to underground the electric wire from their property line to the panel on their house. He estimated it would cost $8,000 to $10,000 for each home.

Residents who need to dig long trenches may pay far more than that, said Cipolla, who is a member of the Altadena Town Council.

An oak tree stands tall in an area impacted by the Eaton fires. Homeowners worry such trees could be at risk in the undergrounding work.

(Ronaldo Bolanos/Los Angeles Times)

Last week, Cipolla showed a reporter the electrical panel on the back of his house, which is many yards away from where he needs to connect to Edison’s line. The company also initially wanted him to dig up the driveway he poured seven years ago, he said. Edison later agreed to a location that avoids the driveway.

Tolentino said Edison’s crews were working with homeowners concerned about the company’s planned locations for the buried lines.

“We understand it is a big cost and we’re looking at different sources to help them,” he said.

At the same time, some residents are fuming that, despite the undergrounding work, most of the town’s neighborhoods still will have overhead telecommunications lines. In other areas of the state, the telecommunications companies have worked with the electric utilities to bury all the lines, eliminating the visual clutter.

So far, the telecom companies have agreed to underground only a fraction of their lines in Altadena, Tolentino said.

Cipolla said Edison executives told him they eventually plan to chop off the top of new utility poles the company installed after the fire, leaving the lower portion that holds the telecom lines.

“There is no beautification aspect to it whatsoever,” Cipolla said.

As for the trees, Steller and other residents are asking Edison to adjust its construction map to avoid digging near those that remain after the fire. Altadena lost more than half of its tree cover in the blaze and as crews cleared lots of debris.

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1. A pedestrian walks past Christmas Tree lane in Altadena. Christmas Tree Lane was officially listed in the National Register of Historic Places in 1990. 2. A “We Love Altadena” sign hangs from a shrub on Christmas Tree Lane. 3. Parts of a chopped down tree rest on a street curb in Altadena.

Wynne Wilson, a fire survivor and co-founder of Altadena Green, pointed out that the lot across the street from the giant cedar trees on Maiden Lane has no vegetation, making it a better place for Edison’s transformer.

“This is needless,” Wilson said. “People are dealing with so much. Is Edison thinking we won’t fight over this?”

Carolyn Hove, raising her voice to be heard over the crew operating a jackhammer in front of her home, asked: “How much more are we supposed to go through?”

Hove said she doesn’t blame the crews of subcontractors the utility hired, but Edison’s management.

“It’s bad enough our community was decimated by a fire Edison started,” she said. “We’re still very traumatized, and then to have this happen.”

Feb. 15 (UPI) — The International Space Station is once again fully staffed with the arrival of astronauts from NASA, the European Space Agency and Roscosmos on Saturday afternoon.

A SpaceX Dragon carried the four Crew-12 members docked to the Harmony module on the ISS at 3:15 p.m. EST and, after leak checks and pressurization between the craft and the station, the hatch was opened about two hours later.

NASA astronauts Jessica Meir and Jack Hathaway, ESA astronaut Sophie Adenot and Roscosmos cosmonaut Andrey Fedyaev entered the ISS at 5:14 p.m. EST Saturday afternoon, joining NASA astronaut Chris Williams and Roscosmos cosmonauts Sergey Kud-Sverchkov and Sergei Mikaev who are already about the orbiting outpost.

“We say welcome to Crew-12 today and we are happy they all arrived safe and sound, Kud-Sverchkov, ISS Expedition 74 commander, said during an arrival event after the hatch opening. “We have been waiting for this moment for a very long time. So we are very happy and proud to work as a team here.”

Meir said she was excited to be back on ISS and that the crew is “excited to be here and get to work with Expedition 74.”

Adenot, who is a first time crew member on the ISS, said that seeing the Earth was space was “mind-blowing,” calling it “a very big moment.”

Crew-12 launched from Kennedy Space Center’s Space Launch Complex 40 in Cape Canaveral, Fla., on Feb. 13 for the 34 hour ride to reach ISS and bring the station back to full staffing levels.

Crew-11 returned to Earth early on Jan. 15 because of an undisclosed medical issue with one of the astronauts in the first-ever evacuation of a space crew from the ISS.

During Crew-12’s eight-month-long mission on ISS, the crew will conduct studies on how penumonia-causing bacteria can lead to long-term heart damage, improve on-demand IV fluid generation to verify a system that uses potable water to make saline and will investigate automated plant health monitoring to help develop methods to grow food during space missions, according to NASA.

The crew also has several spacewalks planned during their mission, the agency said.