WHITE PLAINS, New York – A lawsuit seeks damages for the death of a South Jersey pilot who fell from a flaming helicopter after it a utility pole in October 2018.
Robert Hoban Jr. of Shamong, who had sought to hover his helicopter so a utility lineman could install equipment atop the pole, plunged about 75 feet after the aircraft struck the tower and flipped onto power lines, the lawsuit says.
The lineman also fell to his death, but two other passengers survived their falls during the accident in Beekmantown, New York, about 20 miles from Canada.
Hoban, 56, was not initially expected to fly the helicopter on a project for the New York Power Authority, according to information provided to the Federal Aviation Administration.
The project called for a helicopter to provide an aerial platform for utility workers who would rewire the towers.
But Hoban was called to the job after utility workers lost confidence in the original pilot’s ability to keep a helicopter steady in adverse wind conditions, according to an FAA interview with a lineman who survived his fall.
Hoban had 17,000 flight hours and experience with power line work, noted the lineman, Bernard McAllister.
The South Jersey man also worked as aviation manager for a Camden-based insurance firm, Conner, Strong & Buckelew, that has a helipad atop its Waterfront office building.
On the day of the accident, Hoban said wind conditions would allow the helicopter to hover for only about 30 seconds during training flights, McAllister told an FAA accident investigator.
But the helicopter “started to sway” after a few seconds and the right skid hit the pole three times, McAllister said.
“On the third hit, the helicopter rolled over onto the power lines,” according to McAllister's account.
Hoban reacted to the accident by helping the helicopter's passengers, the lawsuit says.
It says he "freed McAllister, whose helmet was stuck, and instructed him to jump." Hoban also released a lineman, Jeremy Kearns, from a harness hooked to the burning aircraft.
Kearns, who had been working outside the helicopter, did not survive his fall.
The lawsuit was filed in New York Supreme Court on behalf of Hoban’s estate. The pilot was the father of two daughters and a step-daughter, noted Fredric S. Eisenberg, a Philadelphia attorney for the pilot's family.
The suit accuses the New York Power Authority of negligence and recklessness, among other allegations. It also seeks damages from two New York firms that served as contractors on the project, Northline Utilities and Northline Ventures.
Representatives of the defendants could not be reached for comment.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Albany, New York
Airbus; Grand Prairie, Texas
Rolls Royce; Indianapolis, Indiana
https://registry.faa.gov/N372CA
Location: Beekmantown, New York
Accident Number: ERA19FA035
Date & Time: October 30, 2018, 16:11 Local
Registration: N372CA
Aircraft: Aerospatiale AS 355F2
Aircraft Damage: Destroyed
Defining Event: Dynamic rollover
Injuries: 2 Fatal, 2 Serious
Flight Conducted Under: Part 133: Rotorcraft ext. load
Analysis
The pilot, pilot-rated passenger, and two linemen were conducting a flight to temporarily install a block (a large pulley used for fiber-optic wire) on a utility pole that was part of a set of high-tension powerlines. The pilot was seated in the front right seat, and one of the linemen was seated outside of the helicopter on a bench that was externally attached to the right side of the landing gear. The pilot-rated passenger, who was observing the flight for training purposes, was seated in the front left seat, and the other lineman was seated in the aft left seat. The power lines were aligned northwest/southeast, which required the pilot to approach the utility pole on a southeasterly heading so that the pole would be to the right of the pilot and lineman. For the lineman to install the block on the utility pole, the pilot had to hover the helicopter next to the pole. The wind conditions about the time of the accident were such that the helicopter would have encountered a tailwind. The pilot-rated passenger, the lineman seated in the aft left seat, and witnesses on the ground all stated that, while the helicopter was hovering next to the utility pole, the helicopter's right skid struck the pole a few times. The helicopter rolled over, became entangled in energized power lines, and caught fire. All four of the occupants survived the impact with the power lines and jumped to the ground to escape the burning wreckage. The pilot and the lineman seated on the bench did not survive the fall.
A postimpact fire consumed most of the helicopter while it was entangled in the power lines, and sections of the helicopter dropped from the power lines as it burned. Examination of the wreckage and both engines revealed no preimpact mechanical deficiencies that would have precluded normal operation.
The surviving lineman stated that he had flown with the pilot earlier that day and that the pilot had difficulty keeping the helicopter steady due to the strong wind, so the lineman temporarily installed a block before the helicopter returned to the base. Before the accident flight, the pilots, linemen, their foreman, the owner and a representative of the helicopter company and representatives of the linemen's employer held a safety meeting and agreed that, although the wind was too strong to fully install a block, the wind was "okay" to temporarily install another block. Given that the pilot had difficulty holding the helicopter steady while hovering with a tailwind on the previous flight the pilot most likely also had difficulty hovering the helicopter with the tailwind that was present about the time of the accident. The helicopter's subsequent impact with the utility pole resulted in a dynamic rollover into the power lines.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to keep the helicopter clear of a utility pole while hovering with a tailwind, which resulted in a dynamic rollover into active power lines.
Findings
Personnel issues Aircraft control - Pilot
Environmental issues Tailwind - Response/compensation
Environmental issues Tailwind - Effect on operation
Environmental issues Pole - Response/compensation
Factual Information
History of Flight
Maneuvering-hover Collision with terr/obj (non-CFIT)
Maneuvering-hover Dynamic rollover (Defining event)
Maneuvering-hover Loss of control in flight
Uncontrolled descent Collision with terr/obj (non-CFIT)
On October 30, 2018, about 1611 eastern daylight time, an Aerospatiale AS355F2, N372CA, was destroyed when it collided with a wooden utility pole and power lines while conducting power line construction operations near Beekmantown, New York. The airline transport pilot and a lineman were fatally injured, and the pilot-rated passenger and another lineman sustained serious injuries. The helicopter was registered to and operated by Catalyst Aviation, LLC, and was being operated as a Title 14 Code of Federal Regulations Part 133 external load operation. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight that departed from a designated landing zone near Plattsburgh, New York, at 1602.
The power lines the crew was working on were supported by two 75-ft-tall wooden utility poles connected by a wooden horizontal bar and two wooden cross bars. The horizontal bar was installed about 6.5 ft below the top of the two poles. The power lines were oriented northwest/southeast.
The helicopter was equipped with a bench (platform) that was attached externally on the right side of the right landing gear. A lineman would sit on the bench while performing his duties. The pilot, who was seated in the front right seat, would position the helicopter on the left side of the utility pole so that the lineman would be able to accomplish work.
The two helicopter occupants who survived the accident, the pilot-rated passenger and one of the lineman, as well as two witnesses on the ground, provided their accounts of the circumstances surrounding the accident to the National Transportation Safety Board (NTSB) and the New York State Police. The pilot-rated passenger, who was seated in the front left seat, was observing the flight for
training purposes. He stated that the pilot was the only one operating the controls at the time of the accident. The pilot-rated passenger recalled that the helicopter approached the utility pole and got caught in the power lines; the helicopter struck the utility pole twice and rolled inverted. The pilot-rated passenger stated that his next memory was that he was upside down, the helicopter was on fire, and he had to unbuckle his harness and jump to the ground.
According to the lineman who was seated in the aft left seat, he had flown earlier that day with the pilot to install a block (a large pulley used for fiber-optic wire) on one of the utility poles. During that flight, as the helicopter approached the pole, the pilot had a hard time keeping the helicopter steady because the "..wind was too strong," so all we did was temporarily place the pulley on the wire" and then returned to the base. During the flight, the lineman sent a text message to his foreman that stated, "[the pilot] is very good. He just has horrible tailwind on the side we actually need to be on." He said that after they landed, two more flights were conducted with different linemen taking turns practicing out on the bench. Once these flights were completed, all the lineman, their foreman, the pilot, pilot rated passenger, and "everyone" from the operator [owner of Catalyst and her husband, a helicopter test pilot, who was assisting in overseeing the operation] held a "tailboard" meeting. He said, "This was a meeting for everyone to discuss the previous flights, review the upcoming flights including a safety briefing. During this meeting, the pilot said it was too windy to fully install a block, which would require him to hover about 5-7 minutes. However, the conditions were okay to just temporarily hang the block, which would take about 30 seconds. The entire team agreed that this would be what they would do. The lineman said they departed with the pilot-rated passenger seated in the front left seat, the pilot in the front right seat, the other lineman was on the bench, and he was seated in the aft left seat. The lineman said he could see everything that occurred during the flight.
He said that, as the helicopter approached the utility pole, the other lineman on the bench was getting ready to install the block. The helicopter hovered for about 5 seconds so that the lineman could place the block on the line, and then the helicopter skid hit the pole three times. The surviving lineman indicated that the helicopter hit the pole "real hard" the third time and that the helicopter then rolled upside down into the wires and caught fire. The lineman exited the burning helicopter by jumping to the ground.
The linemen's foreman said that at the meeting prior to the accident flight he gave a sheet of all the block sizes to the husband of the owner of the helicopter company, who performed a weight and balance calculation. Once it was determined how many blocks could be taken on the accident flight, the pilot, pilot-rated passenger, and both linemen departed with the purpose to temporarily install the block. The foreman took a picture of the helicopter as it departed (time stamped at 1602) and then drove to the work site to observe the operation. The foreman said he arrived just as the helicopter was making its 45°approach to the power line structure.
As the helicopter got into place, the helicopter's right skid was almost even with the top of the pole. The foreman said the lineman on the bench connected the static line, opened the gate for the block, and placed the block on the power line. As the lineman was trying to close the gate of the block, the helicopter's right skid struck the pole. The helicopter pulled away and then struck the pole harder a second time. The helicopter then struck the pole a third time and immediately rolled over to the right, and the main rotor blades struck the adjacent static line and top of the other pole. The body of the helicopter became entangled in the energized (115 KVA) power lines and caught fire.
The husband of the owner of the helicopter company also witnessed the accident. He stated that the helicopter made a slow approach to the left side of the pole on a southeasterly heading (about 120°) and that the engines were operating normally. As the helicopter got into place near the pole, the lineman on the bench began to install the block. The helicopter then slid to the left and slid back to the right. The witness thought the helicopter's right skid had struck the pole because the helicopter immediately rolled over to the right. The main rotor blades then struck the top of the utility pole, and the helicopter became entangled in the power lines and caught fire. This witness saw all four helicopter occupants jump from the burning wreckage. He was not sure why the helicopter struck the pole and said it may have been the wind or just an overcorrection by the pilot.
Pilot Information
Certificate: Airline transport; Flight instructor
Age: 56,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Airplane single-engine; Helicopter; Instrument helicopter
Toxicology Performed: Yes
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: August 22, 2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: October 16, 2018
Flight Time: 16500 hours (Total, all aircraft)
Pilot-rated passenger Information
Certificate: Commercial
Age: 34,Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Helicopter; Instrument helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without waivers/limitations
Last FAA Medical Exam: January 19, 2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: January 6, 2018
Flight Time: 2000 hours (Total, all aircraft), 300 hours (Total, this make and model), 1940 hours (Pilot In Command, all aircraft), 34 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
The pilot, who was also the Director of Operations for the operator's Part 135 certificate, held an airline transport pilot certificate with ratings for airplane single-engine land, instrument airplane, rotorcraft helicopter, and rotorcraft-helicopter instrument. A review of the pilot's Federal Aviation Administration (FAA) airman records, revealed that his most recent first-class medical certificate was issued on August 22, 2018. At that time, he reported a total of 16,500 total flight hours. The operator reported that his last flight review occurred on October 16, 2018 in the same make/model helicopter as the accident
helicopter.
The pilot-rated passenger held a commercial pilot certificate with ratings for rotorcraft-helicopter and rotorcraft-helicopter instrument. His most recent FAA second-class medical certificate was issued on January 19, 2018, with no limitations. The operator reported that he had 2,000 hours of total flight experience, of which 300 hours were in the same make and model as the accident helicopter.
Aircraft and Owner/Operator Information
Aircraft Make: Aerospatiale
Registration: N372CA
Model/Series: AS 355F2 F1
Aircraft Category: Helicopter
Year of Manufacture: 1981
Amateur Built: No
Airworthiness Certificate: Restricted (Special)
Serial Number: 5028
Landing Gear Type: Skid
Seats: 6
Date/Type of Last Inspection: October 28, 2018 100 hour
Certified Max Gross Wt.: 5600 lbs
Time Since Last Inspection: 1 Hrs Engines: 2 Turbo shaft
Airframe Total Time: 9905.1 Hrs at time of
accident
Engine Manufacturer: Allison
ELT: C126 installed, not activated
Engine Model/Series: 250-C20F
Registered Owner:
Rated Power: 420 Horsepower
Operator:
Operating Certificate(s) Held: Rotorcraft external load (133), Commuter air carrier (135)
The Aerospatiale AS355 was a twin-engine light-utility helicopter equipped with two Rolls-Royce 250-C20F engines. The last 100-hour inspection was completed on October 28, 2018, with a total airframe time of 9,904.3 hours. The left engine had a total time of 11,611.4 hours and 1,640.9 hours since overhaul. The right engine had a total time of 8,114.9 hours and 1,684.2 hours since overhaul.
According to the operator, the helicopter had flown less than 1 hour between the time of the inspection and the time of the accident.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: PBG,234 ft msl
Distance from Accident Site: 6 Nautical Miles
Observation Time: 15:53 Local
Direction from Accident Site: 160°
Lowest Cloud Condition: Visibility 10 miles
Lowest Ceiling: Overcast / 3100 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 290°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.02 inches Hg
Temperature/Dew Point: 4°C / -2°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Plattsburgh, NY (None) Type of Flight Plan Filed: None
Destination: Beekmantown, NY
Type of Clearance: None
Departure Time: 16:02 Local
Type of Airspace: Unknown
Plattsburgh International Airport, Plattsburgh, New York, which was about 6 miles southeast of the accident site, was the nearest weather reporting station. At 1553, the reported weather was wind from 290° at 7 knots, visibility 10 miles, overcast ceiling at 3,100 ft, temperature 4°C, dew point -2°C, and an altimeter setting of 30.06 inches of mercury.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries:1 Fatal, 2 Serious
Aircraft Fire: Both in-flight and on-ground
Ground Injuries: N/A
Aircraft Explosion:Both in-flight and on-ground
Total Injuries: 2 Fatal, 2 Serious Latitude, Longitude: 44.744167,-73.439163(est)
A postimpact fire consumed most of the helicopter after it became entangled in the energized power lines, and sections of the helicopter dropped from the power lines as it burned. Found below the power lines were a portion of the cockpit, including the pilot and copilot seats; the main rotor system and all three main rotor blades; the combiner gearbox, which remained attached to the main transmission gearbox; the tailboom; and both engines.
The pilot and copilot seats were extensively fire damaged, and the aft seating area had been consumed by fire. The pilot's cyclic hand grip was mostly consumed by fire, and the electrical wires were exposed. Collective movement on both the pilot and copilot sides was consistent with corresponding movement with the partially severed control tube below the cabin floor. The left aft sliding doors and the forward windscreen exhibited fire damage.
Examination of the main rotor system revealed that the red and blue pitch change links remained attached to the pitch change horn and rotating swashplate. The yellow blade detached from the rotating swashplate and pitch change horn. A section of the blue blade had separated about three-quarters out from the blade root. The red blade exhibited full-length integrity with separation of the outer skin surface. The yellow blade was separated about five-eighths out from the blade root. The starflex arm sheared from all three rotor blades. The scissor link and collective collar remained attached to the rotating swashplate. All rotor blades were attached to the upper and lower sleeves via their respective attachment bolts.
The main transmission and the combiner gearbox had separated from the airframe and appeared to be undamaged. The bilateral suspension remained attached, and the left-side combiner gearbox input had sheared. The other end of the sheared section remained attached to the No.1 engine. Two hydraulic reservoirs were found crushed and without fluid, but fluid was observed at the base of the transmission. The hydraulic pumps were attached to the combiner gearbox, and the hydraulic actuators remained attached to the stationary swashplate.
The tailboom separated from the main body of the helicopter and exhibited impact and fire damage. Examination of the tail rotor revealed that both blades were attached to their respective pitch change links, rotor drive shaft, and 90° gearbox. One blade was embedded about 2 inches into the ground, and the other blade appeared undamaged. The vertical fin remained attached and exhibited impact damage. The right horizontal stabilizer was partially embedded in the ground and exhibited impact damage. No fluid was observed in the sight gauge. The magnetic plug was removed and was absent of debris/obstructions. The top portion of the tail rotor drive shaft cover exhibited scuff marks about 4 ft from the aft handling bars.
The helicopter's landing gear remained caught in the power lines and was later removed by the New York Power Authority. The landing gear exhibited fire damage, but the forward and rear airframe mounting sleeves were intact.
Examination of the No. 1 engine revealed that the entire engine bay had been consumed by the postcrash fire, which also melted sections of the auxiliary gearbox and several other smaller components. The engine combustor showed significant impact damage. The power turbine governor was heat damage and was contaminated with melted aluminum. The fuel control unit was intact, but the control arm could not be manually manipulated. The bleed valve was manually operated, and the valve poppet moved smoothly along its normal stroke with no lateral play.
The compressor was heat damaged, and the composite liner had melted and left ashen debris throughout the compressor. No evidence of significant foreign object debris (FOD) was observed on the compressor blades, but the blade tips exhibited some minor bending. Neither the N1 nor the N2 rotor system could be manually rotated.
The No. 2 engine was partially buried in mud and was covered by the burned fuselage debris. The engine was damaged by the postcrash fire. The power turbine governor was partially consumed by fire, and the fuel control unit was impact and fire damaged. The bleed valve was mostly consumed by fire and was liberated from the compressor module. The compressor was heat damaged, and the composite liner had melted and left ashen debris throughout the compressor. The compressor exhibited extensive FOD damage and rotational scoring. Neither the N1 nor the N2 rotor system could be manually rotated. For the turbine module of each engine, visual examination of the fourth stage (power turbine) revealed no evidence of FOD, operational damage, or thermal degradation. Each engine's fuel spray nozzle was removed to permit a borescope examination of the first stage (gas generator turbine). The examination revealed no evidence of FOD or thermal degradation of the first stage nozzle or turbine blades. A small amount of fuel was found in each fuel spray nozzle, which was absent of debris and water. On the No. 2 engine turbine module, shiny metal splatter adhered to the turbine nozzle shield, which was consistent with FOD damage to the compressor (specifically, debris that was melted and deposited within the turbine module). The spray face of the fuel spray nozzle was intact and covered with soot.
Examination of both turbine engines revealed no mechanical deficiencies that would have precluded normal operation at the time of the accident.
Additional Information
The FAA Helicopter Flying Handbook, FAA-H-8083-21B, states the following on pages 11-11 and -12:
A helicopter is susceptible to a lateral rolling tendency, called dynamic rollover…. For dynamic rollover to occur, some factor must cause the helicopter to roll or pivot around a skid or landing gear wheel until its critical rollover angle is reached…. Then, beyond this point, main rotor thrust continues the roll and recovery is impossible…. If the critical rollover angle is exceeded, the helicopter rolls on its side regardless of the cyclic corrections made. Dynamic rollover begins when the helicopter starts to pivot laterally around its skid or wheel…. This can occur for a variety of reasons, including the failure to remove a tie-down or skid securing device, or if the skid or wheel contacts a fixed object while hovering sideward, or if the gear is stuck in ice, soft
asphalt, or mud…. Once started, dynamic rollover cannot be stopped by application of opposite cyclic control alone.
Medical and Pathological Information
An autopsy of the pilot was conducted by the Champlain Valley Physician Hospital Department of Pathology, Plattsburgh, New York. The pilot's cause of death was determined to be multiple organ trauma due to a fall.
Toxicological testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and all tested drugs.
======
Accident Number: ERA19FA035
Date & Time: 10/30/2018, 1611 EDT
Registration: N372CA
Aircraft: Aerospatiale AS 355F2
Injuries: 2 Fatal, 2 Serious
Flight Conducted Under: Part 133: Rotorcraft Ext. Load
On October 30, 2018, at 1611 eastern daylight time, an Aerospatiale AS355, N372CA, was destroyed when it collided with a wooden utility pole and power lines near Beekmantown, New York. The airline transport pilot and a lineman were fatally injured. The pilot-rated passenger and another lineman sustained serious injuries. The helicopter was registered to and operated by Catalyst Aviation, LLC, Hammonton, New Jersey, and was being operated under the provisions of Title 14 Code of Federal Regulations Part 133 as a rotorcraft external load flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that departed from a designated landing zone near Plattsburgh, New York, at 1602.
The pilot and lineman were working on power lines that were supported by a series of two 75-foot-tall wooden utility poles connected by a wooden horizontal bar and two wooden cross bars. The power lines were oriented northwest/southeast.
The lineman, who survived the accident, stated that he had flown earlier that day in order to install a block on one of the utility poles. The block was a large pulley that would be used to pull fiber optic wire thru in the future. He said, that during that flight, the pilot, who was seated in the front right seat, had a hard time keeping the helicopter steady as he approached the pole because the "..wind was too strong." So, all they did was temporarily put the block on the wire and returned to base. The lineman sent a text message to his foreman during this flight and stated, "[The pilot] is very good. He just has horrible tailwind on the side we actually need to be on."
Prior to the flight to install the second block, the pilot, pilot-rated passenger and both linemen held a safety meeting. The surviving lineman said, "We all agreed the wind was too strong to complete the job. The full job would take us about 5-7 minutes." However, they all agreed that the wind was okay to just temporarily install the block like the first one. They departed with the surviving lineman seated in the aft left seat, and the other lineman was out on the bench, which was installed externally on the right side of the helicopter, in preparation to install the block. The surviving lineman said the pilot hovered for about 5 seconds to let the other lineman place the block on the line. He said, "As we approached, the helicopter skid hit the pole. [The pilot] hit the pole with the skid three times. The last time, [the pilot] hit real hard." The helicopter then rolled upside down into the power lines and caught on fire.
The linemen's foreman was on the ground and watched the helicopter make a 45° approach to the left side of the utility pole. As the helicopter got into place, the right skid was almost even with the top of the pole. The foreman observed the lineman, who was out on the bench, connect the static line, open the gate for the block, and place the block on the power line. As the lineman was trying to close the gate of the block, the helicopter's right skid struck the pole. The helicopter pulled away and then struck the pole harder a second time. The helicopter then struck the pole a third time and immediately rolled over to the right, and the main rotor blades struck the adjacent static line and top of the other pole. The body of the helicopter got entangled in the energized 115 kVA power lines and caught on fire.
A representative of the operator also witnessed the accident. He stated that the helicopter made a slow approach to the left side of the pole on a southeasterly heading (about 120°). The engines were operating normally. As the helicopter got into place on the pole, the lineman was out on the bench with the harness on and began to install the block. The helicopter then slid to the left and the lineman reacted by putting his hands up in the air. The helicopter then slid back to the right toward the pole. Though the operator representative was on the opposite side of the pole and was unable to see exactly what happened, he thought the helicopter's right skid struck the pole because it immediately rolled over to the right. The main rotor blades hit the top of the utility pole and the helicopter got entangled in the power lines and caught on fire.
The pilot-rated passenger was observing the flight for training purposes from the front left seat. He remembered approaching the pole and the next thing he knew the helicopter was upside down and on fire. The pilot-rated passenger said he was covered in jet fuel, so he unfastened his seatbelt and jumped to the ground. He told law enforcement authorities shortly after the accident that the helicopter struck the utility pole twice and rolled inverted into power lines.
The helicopter sustained extensive fire damage. A review of cell phone video taken shortly after the accident revealed that sections of the helicopter dropped from the power lines as it disintegrated. Found directly below the power lines was a portion of the cockpit including the front left and right seats, both engines, the main rotor system with all three main rotor blades attached, the combiner gearbox (which remained attached to the main transmission gear box), and the tail boom. The helicopter's landing gear remained caught in the power lines and was later removed by the New York Power Authority.
The pilot held an airline transport pilot certificate with a rating for airplane single-engine land and instrument airplane; rotorcraft-helicopter and rotorcraft-helicopter instrument. His last Federal Aviation Administration (FAA) first-class medical certificate was issued on August 22, 2018. At that time, he reported a total of 16,500 flight hours.
The pilot-rated passenger held a commercial pilot certificate with a rating for rotorcraft-helicopter and rotorcraft-helicopter instrument. His last FAA second-class medical certificate was issued on January 19, 2018. At that time, he reported a total of 1,900 flight hours.
Weather at Plattsburgh International Airport (PBG), Plattsburgh, New York, about 10 miles southeast of the accident site, at 1553, was reported as wind from 290° at 7 knots, visibility 10 miles, overcast ceiling at 3,100 ft, temperature 4° C, dewpoint -2° C, and a barometric pressure setting of 30.06 in HG.
Aircraft and Owner/Operator Information
Aircraft Make: Aerospatiale
Registration: N372CA
Model/Series: AS 355F2 F1
Aircraft Category: Helicopter
Amateur Built: No
Operator: Catalyst Aviation LLC
Operating Certificate(s) Held: Commuter Air Carrier (135); Rotorcraft External Load (133)
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PBG, 234 ft msl
Observation Time: 1553 EDT
Distance from Accident Site: 6 Nautical Miles
Temperature/Dew Point: 4°C / -2°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 7 knots / , 290°
Lowest Ceiling: Overcast / 3100 ft agl
Visibility: 10 Miles
Altimeter Setting: 30.02 inches Hg
Type of Flight Plan Filed: None
Departure Point: Plattsburgh, NY (None)
Destination: Plattsburgh, NY (None)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal, 2 Serious
Aircraft Fire: In-Flight and On-Ground
Ground Injuries: N/A
Aircraft Explosion: In-Flight and On-Ground
Total Injuries: 2 Fatal, 2 Serious
Latitude, Longitude: 44.744167, -73.439167 (est)
Robert T. Hoban
Shamong, New York
Bob is survived and adored by his amazing daughters: Tania DiRoberto, Alexis Hoban and Jessica Hoban. He will be especially missed by Judy Meyer, his dearest love and partner, and her family. He is leaving behind his four big sisters and brothers-in-law: Kathy and Rob Chorney, Dee and Tom Castorani, Patti and Andy Simpson and Maureen and Matthew Gambone. He also leaves his Step-mother, Marge Hoban, and her children: John and Michelle Gallagher, Kevin and Luiza Gallagher, Christine Early and Beth and Vince Dinenna. His Goddaughter, nieces, nephews, grand nieces and nephews and all of us will miss his laugh and joy of life.
Bob's family invites relatives and friends to join them in a celebration of his life. Visitation will be held Sunday, November 4th from 5-8 PM at D'anjolell Memorial Homes, 392 Lancaster Ave, Frazer, PA 19355. All are invited again on Monday morning Nov. 5th, to his Funeral Mass 11 o'clock AM at St. Norbert Church, 50 Leopard Rd., Paoli, PA 19301. Interment immediately following at the Washington Memorial Chapel Cemetery, Route 23 at Valley Forge National Park, Valley Forge, PA.
In lieu of flowers, the family requests donations in his memory be made to the Make-A-Wish Foundation: https://secure2.wish.org
Obituary for Jeremy P. Kearns
Louisville: Jeremy P. Kearns of Cook Street Norfolk, NY passed away unexpectedly Tuesday October 30, 2018 in Plattsburgh, NY while doing what he truly enjoyed and considered his true calling. Jeremy was 30 years old.
Jeremy’s family and friends are welcome to call on Sunday November 4, 2018 from 12:00 to 2:00 P.M. and 5:00 to 7:00 P.M. A Mass of Christian Burial while be held 10:00 A.M. Monday morning, November 5, 2018 at Sacred Heart Church. Burial will be to follow in St. Lawrence Cemetery, Louisville.
Jeremy is survived by his loving family, his three beautiful children Khloe Lynn, Karter W. Kearns and Kent Miller of Norfolk, NY and his girlfriend Victoria Smith, of Norfolk. The mother of his children, Sara Roundpoint of Ottawa, Ontario, his parents Lori Henophy and companion Rob Burns of Massena, William Kearns of Massena, and William Henophy and wife Denise of Louisville. Siblings Lauren Henophy and fiancé Raymond A. Stevens of Clay, NY and Mark W. Henophy and girlfriend Jennifer Roundpoint of Louisville. Also surviving Jeremy are his grandparents William and Kesiah Henophy of Louisville, William and Jane Bradish of Massena along with a niece Olivia R. Stevens. Jeremy was predeceased by a great friend Jordan Markell of Massena NY. Jeremy was born on March 17, 1988 in Ogdensburg, NY. A graduate of Massena Central, Jeremy continued his studies at SUNY Canton later attending lineman’s school.
Shortly after he began his career as an apprentice lineman for IBEW Local 1249, attaining the status and honor of Journeyman Lineman. Risking his life to provide a bright future for his loving family. A proud member of the IBEW local 1249, a brotherhood strong and proud of the service and work they do for people everywhere. Known and loved for his infectious smile and sense of humor, Jeremy enjoyed countless outdoor activities and anything with a fast motor. Snowmobiling, dirt bikes, hunting, fishing, and boating were just some of things that Jeremy cherished in his life. And above all, the most cherished in his life, was the time spent with his young children showing them his affection to no end.
Memorial contributions are welcome at www.NSUJL.org A nonprofit organization dedicated to assisting families of fallen or injured IBEW Journeymen Linemen, Utility Linemen, Apprentice Linemen, Groundsmen, Operators, LCTT and/or their spouses and minor children.
Family and friends are welcome to share memories of Jeremy and condolences with his family by visiting www.PhillipsMemorial.com
BEEKMANTOWN — Two people died after jumping from a helicopter that got caught up in power lines Tuesday afternoon.
Robert T. Hoban Jr., 56, of Shamang, N.J., and Jeremy P. Kearns, 30, of Massena, died after the chopper got caught up in power lines as it hovered near a utility pole in a cornfield across from 131 Burke Road.
Benjamin L. McAllister, 30, of Hopkinton in St. Lawrence County, and Scott E. Fabia, 34, of Hyde Park, were treated for injuries and kept for observation at University of Vermont Health Network, Champlain Valley Physicians Hospital in Plattsburgh, State Police said Wednesday.
The aircraft crashed across from 131 Burke Road at about 4:15 p.m.
The men were contractors working on the power lines for the New York Power Authority, Clinton County Emergency Services Director Eric Day said.
Witnesses saw all four jumping from the burning helicopter, a leap of about 40 feet – the height of the utility pole. A man who was working on a nearby garage helped pull them away before the burning wreckage of the chopper could fall on them. It came crashing down less than 10 minutes later, he said, declining to give his name.
“They jumped out,” he said. “It was either jump out or burn to death.”
Brenda Trombley, 57, who owns the home and attached garage that contractor was working on, confirmed his account.
Nearby farmers who saw the flaming chopper also ran to help, she said.
Firefighters were dousing the burning wreckage at around 4:30 p.m. as thick black smoke billowed skyward.
The chopper’s landing gear was still hanging from the power lines.
Cardiopulmonary resuscitation in progress
State Police said the workers in the chopper were installing a series of pulleys at the top of the utility poles that would be used later to run a fiber optic line alongside the existing power lines.
They run from a nearby substation to another one in Vermont, and no customers should have lost power as a result of the accident, Day said.
Two Clinton County Sheriff’s Department deputies, who arrived first, immediately began performing life saving measures and then moved the victims further away from the crash site, Day said.
One person was “in code” and CPR was in progress, a radio report over the scanner said shortly after the crash.
A radio transmission broadcast over the scanner described the condition of the one victim as he was taken by ambulance to CVPH in Plattsburgh.
The man was having trouble breathing, had chest pain and an open laceration from the fall, the report said.
Initial reports
Clinton County Dispatch first reported that the helicopter had crashed into a house, but the accident took place in a corn field, at least 40 feet from the nearest residence.
First responders reported seeing smoke as they approached the location at the intersection of Burke and Pardy roads.
Advance Life Support crew were among those who responded to the crash.
Burke Road was closed between Route 22 and Pardy Road.
Radio reports from another ambulance at about 5:15 p.m. indicated the patient it carried had witnessed the crash and was “in extreme respiratory distress.”
Probe continues
The helicopter, a 1981 Aerospatiale, model AS355F2, was owned by Catalyst Aviation LLC, she said, and hired by Northline Utilities for the New York Power Authority, to work on the power lines.
A phone number found online for Catalyst was disconnected. Messages left Tuesday and today for Northline, which is located in AuSable Forks, were not returned.
Hoban was “one of the pilots,” Fleishman said. He and Kearns were pronounced dead at CVPH,
Autopsies have been scheduled for Hoban Wednesday and Kearns on Thursday, Nov. 1, police said.
Beekmantown and Plattsburgh District 3 volunteer fire departments were dispatched to the location, with West Chazy Fire on standby. Morrisonville EMS, West Chazy EMS, Plattsburgh City Fire Department EMS and EMS of CVPH responded as well.
“State Police have been in contact with the Federal Aviation Administration and the National Transportation Safety Board,” the statement said.
Original article ➤ http://www.adirondackdailyenterprise.com
BEEKMANTOWN — The victims of Tuesday's helicopter crash here were working for Northline Utilities, under contract by the New York Power Authority.
Robert T. Hoban Jr., 56, of Shamang, N.J., and Jeremy P. Kearns, 30, of Massena, died after the chopper got caught up in power lines as it hovered near a utility pole in a cornfield across from 131 Burke Road.
Benjamin L. McAllister, 30, of Hopkinton in St. Lawrence County was treated the University of Vermont Health Network, Champlain Valley Physicians Hospital in Plattsburgh and released Tuesday night.
Scott E. Fabia, 34, of Hyde Park, was also treated at the hospital and held for observation. He was discharged Wednesday.
Kearns was a member of the International Brotherhood of Electrical Workers, Local 1249, according to the group’s Facebook page.
'HEAVY HEART'
“It is with a heavy heart that I am informing you that we have lost one of our 1249 JL’s,” Mark Lawrence, the union’s business manager, posted on the page.
“Brother Jeremy P. Kearns lost his life yesterday doing the job he loved when the helicopter he was on made contact; creating a dangerous situation.”
McAllister is also a member.
“Brother Ben McAllister was also on board and by the grace of God suffered minor injuries,” Lawrence said in the post.
“I am so thankful that he is going to be okay physically, but I know that mentally he will need time to heal.”
Hoban was "one of the pilots," Fleishman said. He and Kearns were pronounced dead at CVPH.
Autopsies were scheduled for Hoban on today and Kearns on Thursday, Nov. 1, police said.
FLYING LOW
Witnesses saw all four jumping from the burning helicopter, a leap of about 40 feet — the height of the utility pole. The victims were pulled to safety by onlookers before the aircraft fell to the cornfield below.
Daniel Phillips, who works at the Bubbins Farm on Pardy Road, was among those who ran to help.
He preferred not to talk about it, though.
FLEW OVER CITY
At about noon Tuesday, the helicopter was parked at a staging area for the Beekmantown work on the grounds of the former North Country Shopping Center on Route 9 near North Bowl Lane north of the city.
Multiple people told the Press-Republican that they had spotted the chopper flying over the city; at one point, it traveled low over U.S. Oval.
Liane Tusa of Quebec was visiting her boyfriend at his residence on Nichols Avenue, she said, when the chopper flew over the house shortly before the crash.
“It was already flying extremely low, and the house shook violently as it passed by,” she said.
Plattsburgh International Airport Director Christopher Kreig said the helicopter had been coming in and out to fuel up.
“We have a lot of transient traffic that comes through the airport,” he said. “That’s not uncommon.
“We have a fixed-base operator that provides fuel and ground-handling service to a variety of general aviation traffic.
“We were saddened by what happened. Our condolences go out to the families of the folks involved.”
'HEARTS GO OUT'
The Federal Aviation Administration and National Traffic Safety Board arrived Wednesday to investigate the crash, State Police Troop B Public Information Officer Trooper Jennifer Fleishman said.
The helicopter, a 1981 Aerospatiale, model AS355F2, was owned by Catalyst Aviation LLC, she said, and hired by Northline Utilities LLC for the New York Power Authority, to work on the power lines.
“Today, we are focused on supporting our Northline community," the company's Vice President Paul Quick said in a statement on Wednesday afternoon.
"Our hearts go out to the family and friends of all involved. Northline Utilities is fully cooperating with the state and federal teams who are investigating the accident.”
Just hours before the fatal crash, a press release announced that Northline, based in AuSable Forks, had been awarded the 2018 Service Quality and Response Award by Iberdrola and its U.S. affiliate AVANGRID Inc. at the Global Supplier of the Year Awards.
Northline, the release said, performs line construction work, among other services, for AVANGRID’s electric companies in New York and New England, including NYSEG.
New York Power Authority spokesman Paul DeMichele declined to comment on Wednesday, citing the ongoing investigation. He referred all inquiries to State Police.
Catalyst could not be reached for comment.
THE PROJECT
State Police at the crash site said Tuesday that the workers in the chopper were installing a series of pulleys at the top of the utility poles that would be used later to run a fiber optic line alongside the existing power lines.
That existing system is connected to a transmission line that includes a 1.7-mile-long segment running 195 feet below the surface of Lake Champlain between Cumberland Head and Vermont.
The 8-mile-long Plattsburgh-to-Vermont PV-20 transmission line, completed in February, is jointly owned by the New York Power Authority and Vermont Electric Power Company.
"The new section uses several of the latest technological advances, including fiber-optic cables for detecting adverse conditions of the line, supporting greater situational awareness and data sharing between NYPA and the Vermont Electric Power Co.," a press release said then.
The line carries hydropower from NYPA's St. Lawrence-FDR Power Project, part of which flows to neighboring states under federal law.
About 3,000 Vermont Electric Cooperative customers in the Champlain Islands of Vermont were without power for about an hour and a half after the accident, Manager of Member Relations Andrea Cohen said.
Original article ➤ https://www.pressrepublican.com
RIP. Robert. One hell of a pilot
ReplyDeleteI second that
ReplyDeleteRest In Peace Bob, l will never forget all the hours we flew together.
ReplyDelete