Sunday, January 19, 2020

Eurocopter EC 130B4, N155GC: Fatal accident occurred February 10, 2018 in Peach Springs, Arizona

Pilot in Grand Canyon crash campaigns for safer helicopters


Pilot Scott Booth


Pilot Scott Booth





LONG BEACH, California — Scott Booth woke up about 65 feet from the burning helicopter to the sounds of screams and a woman praying over him.

His clothes were burned off, except for the fabric directly underneath him. His face and hair were singed.

Booth, 43, survived the impact and subsequent fire, but the crash that would eventually claim the lives of five people also took his legs. Now he hopes sharing his story of recovery can spark change in the helicopter industry and prevent similar fallout in other crashes.

“I want justice for myself, for all the passengers involved, and I want to make sure that this never happens again,” Booth said from his parents’ Long Beach home.

February 10th, 2018, started normally for Booth. Though he wasn’t initially scheduled to fly that day for Papillon Grand Canyon Helicopters, he picked up the shift.

On the pilot’s third flight from Papillon’s Boulder City base, the British tourists seemed happy. He gave them the safety briefing, and they were joking around.

“It was just a flight like every other flight, and then it wasn’t,” he said.

He intended to land the EC130 B4 sightseeing helicopter in Quartermaster Canyon on tribal land in Arizona. But on approach, the helicopter spun to the left at least twice as it fell out of the sky and into the wash below.

Booth has no recollection of the impact or how he was freed from the helicopter.

‘They were spread everywhere’

Flight nurse Cambria Hilgers, who was working with her partner in Kingman, Arizona, was dispatched to the canyon.

Their rescue helicopter had to circle a couple of times in the high winds before it could land near the Quartermaster picnic area. They hiked down the rugged terrain to the wreckage, where she saw a still-burning fuselage and a detached tail.

“People were still very much alive, and they were writhing in pain and they were yelling,” she said. Their cries echoed through the canyon.

Her focus was on the patients.

“I had four different people, and they were spread everywhere,” she said.

When Hilgers got to Booth, she covered him up. He was raspy, his throat was swelling and he cycled through emotions. Both legs were broken from the knee down.

“The right leg was just charred all the way through,” she said.

Hilgers continued talking with Booth to keep him alive. When he started to fade, she yelled at him, forcing him to come around.

Eight hours would pass before rescue crews could lift the victims from the canyon. In that time, Hilgers formed a bond with Booth that continues today.

Three of the passengers died at the scene: Becky Dobson, 27; Jason Hill, 32; and Stuart Hill, 30. Booth and three other passengers were taken to Las Vegas. Newlyweds Ellie Milward Udall, 29, and Jonathan Udall, 31, died at University Medical Center in the days after the crash. Jennifer Barham survived.

All five deaths were due to burn-related injuries.

Months in hospitals

Booth’s mother, Kathy Booth, was in her kitchen in Long Beach when she heard the phone ring close to midnight. Her son’s friend asked where Scott was. She was interrupted by the police calling.

An operator told her an official from the National Transportation Safety Board called but couldn’t get through. She was asked to call the agency.

“So then I knew something was pretty bad,” she said.

By the time she’d packed, she had heard her son was out and talking. She thought it was only broken bones; she never considered a fire or losing a limb.

When she arrived at the hospital, she saw her son on a ventilator. It was hot in the room, and he was bloating.

“He was very scary to look at,” she said.

Doctors quickly amputated Booth’s left leg, which was fractured and burned in the crash. They would remove his right leg later because it was severely burned, he recalled.

Kathy Booth visited her son at the University Medical Center burn unit in weeklong intervals, trading off time between watching over him and caring for her husband, who suffers from dementia, back home. She advocated for her son when she said the quality of care he received didn’t meet standards.

Scott Booth struggled with not being able to talk to the people who visited him in the hospital.

“Everyone was gowned up,” he said. “They had gloves and long sleeves and gowns and masks, so I didn’t even know who was visiting me. I could just see eyes.”

After about four months, he was taken to Torrance Memorial Medical Center in California, where he would spend an additional three months in a burn unit. He recalled crying fits because he didn’t want to spend his life in a wheelchair.

Going home

After another month in a Long Beach hospital, Booth went back to the home where he grew up.

Now his days are filled with medication.

Kathy Booth upended her lifestyle to care for her son. She lost sleep because she wanted to be available if he needed her.  “This is your child, so you want to blow on it and kiss it and make it go away, but it doesn’t work like that,” she said.

Scott Booth has undergone dozens of surgeries since he was hospitalized.

The scars from his skin grafts will be visible forever. Though he no longer requires regular treatment for his burns, he is seeking plastic surgery to deal with loose skin from grafting.

Most recently, he had titanium rods put into his legs, which will allow him to click his legs into his prosthetics. The prosthetic legs he was given are too painful to regularly wear over his burns.

Despite the physical limitations, Booth has found ways to carry on. He can drive a vehicle with hand controls, and he’s taking boxing lessons.

He later reconnected with one of the nurses who cared for him in Las Vegas. Now, Elisabeth Wolf is his fiancee. “I think he’s kind of super human,” she said.

Invisible scars

Booth said he was devastated when he found out the harm the crash had caused. He still is, but one thought keeps him going.

“I know I’m not responsible,” he said. “That’s the only thing that keeps me sane. I didn’t do it. I didn’t cause that accident.”

The fire took nearly half his body and scarred much of the rest, but the hardest part of recovery has been healing the psychological wounds.

As someone who has traveled the world, he wrestles with the fact that he can’t move the way he once did.

“I mean, how do you take someone that was in Mount Everest three months before the accident and put him in a bed?” he asked, choking back tears. His brain still wants to travel, but his body is broken, he said.

He’s experienced suicidal thoughts and wondered if he would ever walk again. The little things that people take for granted got to him, like standing up to go to the bathroom or putting up Christmas lights.

“I just was hoping to get through the day,” he said.

Booth will be able to walk again with prosthetics, but he knows his life is forever changed.

“You put it all into perspective, though, in the long run, there’s time, right?” he said. “I’m still going to have time.”

Lawsuits and loopholes

A lawsuit from Jonathan Udall’s family that names Papillon, Booth and Airbus Helicopters among the defendants claims Udall’s death could have been prevented. The lawsuit blames a faulty tail rotor, failed weather checks and pilot inexperience for causing the helicopter to spin out of control and crash into the canyon. It says if the helicopter had been outfitted with a crash-resistant fuel system, Udall would have survived.

Booth also has filed a claim against Airbus, blaming the crash and his extensive injuries on a defective tail rotor and the lack of a crash-resistant fuel system.

Airbus would not comment on potential causes of the crash and referred all questions to the NTSB. An NTSB spokesman did not respond to a voicemail.

There’s no final report that spells out the cause of the crash or explicitly says whether the helicopter was equipped with a crash-resistant fuel system. But two things are clear: Such systems were not standard equipment on the model of helicopter that crashed, and the manufacturer did not provide an option for an upgrade at the time.

After the accident, Papillon reached an agreement with a third-party company to retrofit its fleet with safer tanks. That project has been completed.

Airbus says it complies with all applicable certification regulations.

But a loophole in a 1994 federal aviation regulation allowed helicopter makers to sidestep a requirement to put crash-resistant fuel tanks in new aircraft. The regulation requires all newly certified helicopters to be equipped with the systems, but it grandfathers in newly built aircraft with certificates approved before the regulation was implemented. The helicopter that crashed was a derivative of a pre-regulation model.

In 2015, a federal transportation safety official wrote that only 15 percent of new helicopters had the rupture-resistant systems.

An Airbus spokeswoman said the company didn’t make the rupture-resistant tanks standard largely because it was not required and it wasn’t a big topic in the industry when the EC130 B4 was certified about 20 years ago.

The systems also came with added weight and added cost. The company’s crash-resistant fuel systems are about 40 pounds heavier than the original systems, the spokeswoman said.

An Airbus crash-resistant tank retrofit kit will be certified soon for the type of helicopter that crashed, the company said. And on current Airbus production models, crash-resistant fuel systems are standard on all aircraft in the same class as the Papillon tour helicopter that crashed.

A law signed in October 2018 requires newly manufactured helicopters to have the safer fuel systems, but the new standards only apply to helicopters built 18 months after the law was enacted, aviation lawyer Mike Slack said.

“Everything before that date is not subject to the new law,” he said. The law does not contain any retrofitting requirements, he said.

Booth said he thinks there should be a requirement to add safer tanks to commercial aircraft. Compared to the total cost of a helicopter, it doesn’t take much to make the aircraft safer, he said.

“It’s a fraction of a percent to make sure the fuel systems are crash-resistant,” Booth said. “Changing the material, changing what it’s encapsulated in. That’s what I want. That’s important, right?”

Story and video ➤ https://www.reviewjournal.com

Stephen R. Stein, Investigator In Charge (IIC)
National Transportation Safety Board 


The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration; District of Columbia
Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada
Bureau d'EnquĂȘtes et d'Analyses; Toulouse, FN
Papillon Airways Inc.; Boulder City, Nevada

Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N155GC

Location: Peach Springs, AZ
Accident Number: WPR18FA087
Date & Time: 02/10/2018, 1715 MST
Registration: N155GC
Aircraft: EUROCOPTER EC130
Injuries: 3 Fatal, 4 Serious
Flight Conducted Under:  Part 135: Air Taxi & Commuter - Non-scheduled - Sightseeing 



On February 10, 2018, about 1715 mountain standard time, an Airbus Helicopters EC130 B4 helicopter, N155GC, was destroyed when it impacted a canyon wash while on an approach to land at Quartermaster landing zone near Peach Springs, Arizona. The commercial pilot and three passengers sustained serious injuries and three passengers were fatally injured. The air-tour flight was operated by Papillon Airways, Inc. under the provisions of 14 Code of Federal Regulations Part 136. The helicopter departed Boulder City Municipal Airport, Boulder City, Nevada at 1635 and had intended to land at Quartermaster landing zone, a group of landing pads within Quartermaster canyon. Visual meteorological conditions prevailed, and a company flight plan had been filed.

A review of the recorded radar data showed that the helicopter departed Boulder City and continued on the Green 4 standard helicopter route prescribed in the Grand Canyon West Special Flight Rules Area 50-2. Witnesses reported that as the helicopter neared the vicinity of Quartermaster, they observed it on a flight path consistent with the pilot aligning to make a downriver-wind landing to a pad on the west. The helicopter began to slow after it passed over the river and maintained a southern course as it entered a canyon wash adjacent to the landing pads. While maintaining the same altitude, the helicopter entered a nose-high attitude and then began a left turn toward the Quartermaster landing zone. During the turn, the helicopter transitioned into a nose-low attitude and as it began to face the landing pads it began to slightly drift aft. The helicopter then maneuvered into a nose-level configuration and continued in the left turn. Subsequently, the helicopter made at least two 360° left turn revolutions as it descended into the wash below where it impacted terrain and a postcrash fire ensued.



The helicopter came to rest upright in rocky terrain about 300 feet below the landing zone on a heading of 222° magnetic. The accident site was compact except for small main rotor blade pieces and small paint chips distributed around the main wreckage site. Most of the wreckage was consumed by the postcrash fire except for the tailboom and fenestron, which had separated from, but were collocated with the main fuselage. The engine, still attached to the engine deck, was found in the main wreckage and had also sustained fire damage. All three main rotor blades remained attached to the main rotor hub and exhibited damage consistent with high rotational energy. The tail stinger, fenestron hub cover, a toe from a skid step, and small pieces of transparent acrylic glass were found on a canyon slope east of the main wreckage.

The 8-seat capacity, fixed landing gear helicopter, serial number 7091, was manufactured in 2010. The accident helicopter was powered by one Safran Helicopter Engines (formerly Turbomeca) Arriel 2B1 turboshaft engine. 




Aircraft and Owner/Operator Information

Aircraft Manufacturer: EUROCOPTER
Registration: N155GC
Model/Series: EC130 B4
Aircraft Category: Helicopter
Amateur Built: No
Operator: Papillon Airways, Inc.
Operating Certificate(s) Held: Commercial Air Tour (136); Agricultural Aircraft (137); Rotorcraft External Load (133); On-demand Air Taxi (135)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PRIV
Observation Time: 1710 MST
Distance from Accident Site: 2 Nautical Miles
Temperature/Dew Point: 24°C / -3°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 12 knots/ 19 knots, 360°
Lowest Ceiling:
Visibility:  
Altimeter Setting: 29.62 inches Hg
Type of Flight Plan Filed: Company VFR
Departure Point: BOULDER CITY, NV (BVU)
Destination: Peach Springs, AZ

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Destroyed
Passenger Injuries: 3 Fatal, 3 Serious
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries: 3 Fatal, 4 Serious
Latitude, Longitude:  35.967222, -113.768889 (est)

Loss of Control on Ground: Buckeye Dream Machine, N3519T; accident occurred July 10, 2016 at Ohio County Airport (KJQD), Hartford, Kentucky

View of powered parachute against a chain link fence.
Federal Aviation Administration

Front view of broken upper left frame support tube. 
Federal Aviation Administration


Left side view of broken lower left frame support tube.
Federal Aviation Administration


The National Transportation Safety Board did not travel to the scene of this accident.


Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Louisville, Kentucky

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms


http://registry.faa.gov/N3519T 


Location: Hartford, KY
Accident Number:ERA16LA254 
Date & Time: 07/10/2016, 1845 CDT
Registration:N3519T 
Aircraft: BUCKEYE DREAM MACHINE
Aircraft Damage:Substantial
Defining Event: Loss of control on ground
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal

On July 10, 2016, at 1845 central daylight time, a Buckeye Dream Machine powered parachute, N3519T, was substantially damaged during an aborted takeoff at Ohio County Airport (JQD), Hartford, Kentucky. The student pilot received serious injuries. The powered parachute was privately owned and operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan had been filed for the flight, which was originating at the time of the accident.

According to the pilot, he prepared for takeoff from a parking lot at JQD. He started the engine and began the takeoff roll. During the takeoff roll the engine started to "sputter" and the pilot decided to abort the takeoff. While attempting to abort the takeoff, he "lost control" of the powered parachute and collided with a chain link fence.

Examination of the powered parachute by a Federal Aviation Administration inspector revealed that the left frame support tube was broken from the main tube structure. A mechanic performed a cursory examination of the engine and test run was performed. During the examination and test run, no anomalies were noted that would have precluded normal operation.

Student Pilot Information

Certificate: Student
Age:62, Male
Airplane Rating(s):None
Seat Occupied: Center
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s):None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Sport Pilot None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 30 hours (Total, all aircraft), 15 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: BUCKEYE
Registration: N3519T
Model/Series: DREAM MACHINE NO SERIES
Aircraft Category: Powered Parachute
Year of Manufacture:
Amateur Built:No 
Airworthiness Certificate: Experimental Light Sport
Serial Number: 4064
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 05/15/2016, Condition
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 197 Hours as of last inspection
Engine Manufacturer: ROTAX
ELT: Not installed
Engine Model/Series: 582
Registered Owner: ROGERS JIMMY D
Rated Power: 65 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: OWB, 536 ft msl
Distance from Accident Site: 22 Nautical Miles
Observation Time: 1856 CDT
Direction from Accident Site: 138°
Lowest Cloud Condition: Few / 4600 ft agl
Visibility:  10 Miles
Lowest Ceiling:None 
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 270°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 31°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hartford, KY (JQD)
Type of Flight Plan Filed: None
Destination: Hartford, KY (JQD)
Type of Clearance: None
Departure Time: 1645 CDT
Type of Airspace:Class G 

Airport Information

Airport: OHIO COUNTY (JQD)
Runway Surface Type: N/A
Airport Elevation: 536 ft
Runway Surface Condition: Dry
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 37.458611, -86.849722 (est)

Fuel Related: Cessna 172E Skyhawk, N7748U; accident occurred July 02, 2016 in Salmon, Lemhi County, Idaho


The National Transportation Safety Board did not travel to the scene of this accident.


Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Boise, Idaho

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms


http://registry.faa.gov/N7748U

Location: Salmon, ID
Accident Number: WPR16LA133
Date & Time: 07/02/2016, 1100 MDT
Registration: N7748U
Aircraft: CESSNA 172
Aircraft Damage: Substantial
Defining Event: Fuel related
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

On July 2, 2016, about 1100 mountain daylight time, a Cessna 172E airplane, N7748U, was substantially damaged during a forced landing, 10 miles east of Salmon, Idaho. The student pilot and the flight instructor were not injured. The airplane was registered to Spirit Air, Inc., and the flight instructor was operating it as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight which originated from Lemhi County Airport (SMN), Salmon, Idaho at an unknown time.

The flight instructor stated that during the flight they had performed various private pilot training maneuvers. He further stated that he set the airplane up for a simulated engine failure by applying carburetor heat and decreasing the engine power to 1,200 rpm. The student pilot followed emergency procedures, used the checklist, and prepared to land. After the carburetor heat control was pushed back in and the throttle advanced, there was a sudden loss of engine power. The flight instructor stated that there was no coughing or hesitation during the power loss. Despite the flight instructor's efforts, he was unsuccessful in restarting the engine and initiated the forced landing.

During the forced landing, the airplane's right horizontal stabilizer struck a fence which resulted in substantial damage.

Post accident examination of the recovered wreckage was conducted by a Federal Aviation Administration (FAA) inspector.

The airplane's wings were removed to facilitate transportation of the wreckage. During the wreckage recovery, 10 gallons of fuel was collected from the left-wing fuel tank and 8 gallons of fuel was collected from the right-wing fuel tank. The inspector reported that the wing tanks were intact, and the fuel vents were clear of debris. The wing tank caps were examined and both cap rubber seals had cracking around their outer circumference. The right-wing tank filler neck was heavily corroded with deep pitting.

The inline-fuel strainer had been installed on the airplane in accordance with Steve's Aircraft STC SA01026SE. This inline-fuel strainer replaced the original inline strainer positioned on the firewall. The new strainer was not equipped with the option of draining the bowl from the cockpit and has a manual sump valve on the bowl. The strainer was drained from the sump during the examination and revealed that the strainer bowl was three-quarters full of water. The strainer bowl was removed and had small amounts of debris. The cockpit strainer drain knob was removed from instrument panel, but was not placarded "inoperative."

The engine's fuel lines were secure and in good condition. The carburetor was examined and showed normal operating signatures. The carburetor bowl was removed and contained a small amount of fuel and no contaminates.

The cylinders were examined with a boroscope and showed normal operating conditions. The No. 1 cylinder exhaust valve head revealed a small chip missing, resulting in a low pressure during the cylinder compression test. The remaining cylinders had normal compression pressures.

The crankshaft was rotated, and spark was produced at each ignition lead. The ignition switch, P-leads and magnetos revealed no anomalies.

The FAA inspector conducted separate interviews with the student pilot and flight instructor. The student pilot stated that the only fuel drains that were sumped during the preflight inspection prior to the accident flight, were the main wing tanks. The student pilot further stated he did not know about the fuel strainer sump, and that the flight instructor never showed him.

The flight instructor stated that he had performed a preflight inspection after the student pilot had drained the wing tanks and fuel strainer sumps. The flight instructor remembers that the student pilot found a small amount of water in the left-wing tank but didn't drain the fuel strainer. He concluded by stating that there was no other water was found during the preflight.

A National Transportation Safety Board Pilot/Operator Aircraft Accident/Incident Report Form 6120.1 was not provided during the investigation.

Flight Instructor Information

Certificate: Airline Transport; Flight Instructor; Flight Engineer
Age: 79, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 Unknown
Last FAA Medical Exam: 02/10/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 35000 hours (Total, all aircraft)

Student Pilot Information

Certificate: Student
Age: , Male
Airplane Rating(s): 
Seat Occupied: Left
Other Aircraft Rating(s):
Restraint Used:
Instrument Rating(s):
Second Pilot Present: No
Instructor Rating(s):
Toxicology Performed:
Medical Certification:
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  20 hours (Total, all aircraft), 9 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N7748U
Model/Series:172 E 
Aircraft Category: Airplane
Year of Manufacture: 1964
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: 17251748
Landing Gear Type: Tricycle
Seats:4 
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: CONT MOTOR
ELT: Installed
Engine Model/Series: O-300 SER
Registered Owner: SPIRIT AIR INC
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held:None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSMN, 4044 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 1655 UTC
Direction from Accident Site: 279°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual:/ None
Wind Direction: 360°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.99 inches Hg
Temperature/Dew Point: 23°C / 9°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Salmon, ID
Type of Flight Plan Filed:
Destination: Salmon, ID
Type of Clearance: None
Departure Time:  MDT
Type of Airspace:

Airport Information

Airport: Lemhi County Airport (SMN)
Runway Surface Type:
Airport Elevation: 4044 ft
Runway Surface Condition: Dry; Rough; Vegetation
Runway Used: N/A
IFR Approach:None
Runway Length/Width:
VFR Approach/Landing: Forced Landing; Simulated Forced Landing

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 45.096389, -113.689722 (est)

Collision During Takeoff: Cessna 421B Golden Eagle, N3372Q; accident occurred April 26, 2016 at Foley Municipal Airport (5R4), Baldwin County, Alabama


View of fire damaged wreckage 


Fuel receipt for 45.2 gallons of 100LL 


The National Transportation Safety Board did not travel to the scene of this accident.


Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama 

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms


http://registry.faa.gov/N3372Q

Location: Foley, AL
Accident Number: ERA16LA171
Date & Time: 04/26/2016, 1424 CDT
Registration: N3372Q
Aircraft: CESSNA 421
Aircraft Damage: Destroyed
Defining Event: Collision during takeoff/land
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 



On April 26, 2016, at 1424 central daylight time, a Cessna 421B, N3372Q, was destroyed when it impacted trees and terrain in Foley, Alabama. The private pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight from Foley Municipal Airport (5R4), Foley, Alabama, to West Georgia Regional Airport (CTJ), Carrollton, Georgia. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

During a postaccident interview with a Federal Aviation Administration Inspector, the pilot recounted that he taxied out and lined up for takeoff on the runway. With brakes on, he cycled the propellers and they "checked good." The magneto check at 1,500 rpm was also "good," as were the oil pressure and oil temperature. The pilot then ensured that the fuel selectors were position to both main fuel tanks, the throttles were full, mixtures were all the way forward, the fuel boost pumps were on low, and the propellers were all the way forward. He selected the flaps to the takeoff position and released the brakes.

During the takeoff roll, everything was "normal" (temperatures and pressures were "in the green"), and when the airplane had accelerated to 75-80 knots, the pilot pulled back on the yoke slowly, and the airplane began to climb. The pilot raised the landing gear and noticed that the airplane wasn't climbing. He looked at the airspeed indicator, which indicated 80 knots. The pilot heard the stall warning and pulled back on the yoke. He then shut the boost pumps off and lowered the flaps before a hard impact.

After impact, the pilot found himself upside down. He released his seat belt, saw fire and went to the back of the airplane. He opened the aft hatch and rolled forward, landing flat on his back. Two men then helped him up and led him to a nearby building. When asked about the performance of the airplane's engines the pilot stated, "the engines were operating fine and I screwed up."
Review of the normal takeoff checklist for the airplane revealed that the minimum control speed was 86 knots, and the break ground and climb out speed was 106 knots.

A witness stated that during the takeoff from runway 18, the airplane left the ground at the departure runway end, just clearing the airport's perimeter fence. The airplane was unable to gain sufficient altitude to clear the trees less than ¼ of a mile south of the runway. The airplane began hitting tree tops, and impacted a large oak tree with the left wing, then spun into two other large oak trees 30 feet to the southwest. The airplane then flipped over, hit the ground, exploded and was consumed by fire. The pilot jumped from the rear entry door and landed on his back. The pilot refused medical attention and sustained burns and a cut to his left hand.

Pilot Information

Certificate: Private
Age: 70, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s):None 
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 03/31/2011
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 5450 hours (Total, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N3372Q
Model/Series: 421 B
Aircraft Category: Airplane
Year of Manufacture: 1972
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 421B0256
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection:
Certified Max Gross Wt.: 7449 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time:
Engine Manufacturer: CONT MOTOR
ELT:
Engine Model/Series: GTSI0-520-H
Registered Owner: On file
Rated Power: 375 hp
Operator: On file
Operating Certificate(s) Held:None  

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: JKA, 17 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 1415 CDT
Direction from Accident Site: 160°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 17 knots
Turbulence Type Forecast/Actual: / None
Wind Direction: 130°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.92 inches Hg
Temperature/Dew Point: 26°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Foley, AL (5R4)
Type of Flight Plan Filed: None
Destination: Carrollton, GA (CTJ)
Type of Clearance: None
Departure Time: 1424 CDT
Type of Airspace:Class G 

Airport Information

Airport: Foley Municipal Airport (5R4)
Runway Surface Type: Asphalt
Airport Elevation: 73 ft
Runway Surface Condition: Dry
Runway Used: 18
IFR Approach: None
Runway Length/Width: 3700 ft / 74 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries:N/A 
Aircraft Explosion:None 
Total Injuries:1 Minor 
Latitude, Longitude: 30.416389, -87.700278

External Load Event, Sikorsky S-61A, N1043T; accident occurred August 19, 2015 in Ironside, Malheur County, Oregon

GE Aviation

GE Aviation

GE Aviation

GE Aviation

GE Aviation

GE Aviation

GE Aviation


The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration; Boise, Idaho
GE Aviation; Lynn, Massachusetts
Croman Corp; White City, Oregon
Sikorsky Aircraft; Stratford, Connecticut

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

https://registry.faa.gov/N1043T

Location: Ironside, OR
Accident Number: WPR15LA248
Date & Time: 08/19/2015, 1915 PDT
Registration: N1043T
Aircraft: SIKORSKY S 61A
Aircraft Damage: Substantial
Defining Event: External load event (Rotorcraft)
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 133: Rotorcraft Ext. Load 

On August 19, 2015, about 1915 Pacific daylight time, a Sikorsky S-61A helicopter, N1043T, experienced a partial loss of power to the No. 2 (right) engine and subsequently landed on a mountainside and rolled over about 7 miles west of Ironside, Oregon. The commercial pilot was not injured; the airline transport pilot sustained minor injuries. The helicopter sustained substantial damage to the tailboom. The helicopter was registered to and operated by Croman Corp as a Title 14 Code of Federal Regulations Part 133 firefighting flight. Visual meteorological conditions prevailed for the flight which operated under a company flight plan. The flight originated from Baker City Municipal Airport (BKE), Baker City, Oregon at 1715.

The commercial pilot reported that they picked up 4,000 pounds of water from a pond then made a climbing left turn to the east towards the fire. About 20 ft above the ground, there was an engine power loss and a drop in RPM. The pilot dumped the water from the bucket at the end of the longline and attempted to gain airspeed and altitude as they entered a small valley. The pilot was keeping the bucket clear of the ground and obstacles when he attempted to release the longline, but it would not fully release from the helicopter fuselage. The second pilot used the emergency throttle, but the engine did not respond; they continued to lose engine RPM and rotor RPM. With the terrain rising, they found the flattest accessible spot and began to slow the helicopter. The pilot landed the helicopter as level as possible, however, the helicopter rolled onto its right side. Prior to the helicopter touching down, the bucket impacted brush and trees and became tangled in a wire fence. 

Pilot Information

Certificate: Commercial
Age: 67, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): None
Second Pilot Present:Yes 
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/14/2014
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/03/2015
Flight Time:  26062 hours (Total, all aircraft), 14863 hours (Total, this make and model), 24500 hours (Pilot In Command, all aircraft), 145 hours (Last 90 days, all aircraft), 52 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft)

Co-Pilot Information

Certificate: Airline Transport
Age: 65, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Helicopter
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 01/20/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent: 08/15/2015
Flight Time:  17016 hours (Total, all aircraft), 14177 hours (Pilot In Command, all aircraft), 17 hours (Last 90 days, all aircraft), 17 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: SIKORSKY
Registration: N1043T
Model/Series: S 61A
Aircraft Category: Helicopter
Year of Manufacture: 1982
Amateur Built:No 
Airworthiness Certificate: Restricted
Serial Number: 61083
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 08/09/2015, Continuous Airworthiness
Certified Max Gross Wt.: 21000 lbs
Time Since Last Inspection: 56 Hours
Engines: 2 Turbo Shaft
Airframe Total Time: 40309 Hours as of last inspection
Engine Manufacturer: GE
ELT: Installed, not activated
Engine Model/Series: T58-GE-402
Registered Owner: CROMAN CORP
Rated Power: 1500 hp
Operator: CROMAN CORP
Operating Certificate(s) Held: Rotorcraft External Load (133)
Operator Does Business As:
Operator Designator Code: JYEL

The accident helicopter was equipped with two General Electric T58-GE-402 turboshaft military engines. The General Electric T58-GE-402 features a ten-stage axial compressor with variable inlet guide vanes, an annular combustor, a two-stage gas generator turbine, and an independent single stage power turbine.

Maintenance on the helicopter was accomplished by Croman Corp. The last engine light overhaul was completed on August 27, 2014 at which time the helicopter had accumulated 903 hours since major overhaul. This was the first of four light overhauls on the engine that are completed at 1,000-hour intervals. After the fourth light overhaul the TSO is set to zero. The accessory gearbox was separated and examined during the last light overhaul. The last magnetic plug inspection was completed 41.3 hours prior to the accident flight as part of a 35-hour phase inspection. Magnetic plug inspections are required every fourth phase inspection (140 hours). 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BKE, 3373 ft msl
Distance from Accident Site: 32 Nautical Miles
Observation Time: 1853 PDT
Direction from Accident Site: 23°
Lowest Cloud Condition: Clear
Visibility:  6 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 250°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.89 inches Hg
Temperature/Dew Point: 21°C / 11°C
Precipitation and Obscuration: Haze; No Precipitation
Departure Point: Baker City, OR (BKE)
Type of Flight Plan Filed: None
Destination: Baker City, OR (BKE)
Type of Clearance: None
Departure Time: 1715 PDT
Type of Airspace: Unknown

Wreckage and Impact Information

Crew Injuries: 1 Minor, 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude: 44.338333, -118.110000 

On scene examination by a Federal Aviation Administration inspector revealed that the bucket was entangled in a barbed wire fence. The line was tight, off the ground, and stretched around a tree before it continued straight towards the main wreckage. Impact damage was consistent with the helicopter impacting the ground on its tailwheel first followed momentarily by main landing gears. The tailwheel was found separated from the airframe and impact marks indicated the tail rotor impacted the ground. In addition, marks consistent with main rotor blade impact were also observed on the ground near the main wreckage.

Examination of the longline revealed that the attachment point on the fuselage of the helicopter indicated that the hook released the longline as expected, however one of the two hydraulic quick disconnect (QD) couplings failed to release. The hard mounted quick disconnect system for the hydraulic lines was examined and it was noted that only one of the fittings released from the coupling. The longline side of the released fitting was undamaged; it had a stretched and fractured a safety wire that was secured to it. The other fitting was fracture separated and did not appear to release from the hard mount system until the helicopter hit the ground. Part of the fitting was still secured to the longline, and the remaining part was still secured to the coupling with a safety wire securing it in place.

Number 1 Engine Examination and Run

Initial visual examination of the number 1 engine revealed minimal damage. The engine was rotated, and continuity was verified through the Ng drivetrain, which included the compressor and gas generator turbine, and Nf drivetrain, which is the independent power turbine spool. The magnetic plugs were removed and all four exhibited light residue accumulation which was considered normal for service run engines according to General Electric and Croman Corp.

The engine was installed into a test cell; the engine started normally and idled with normal indications. Initially, smoke was observed emanating from the power turbine area, however, it ceased after a few minutes of run time. The engine was cycled between idle and about 100% Ng several times to ensure the control system was functioning properly. The fuel control topping set point was checked, and it was recorded at 101.8% Ng, which is 1.9% Ng below manual specifications.

Number 2 Engine Examination

During the examination and disassembly of the number 2 engine, all exterior engine surfaces were intact and in good condition. The magnetic plugs were removed, and all four plugs had metal debris accumulation, with the most debris noted on the accessory gearbox and power turbine accessory plugs. The front frame accessory drive was manually rotated at the inlet, and no concurrent rotation of the centrifugal fuel purifier drive splines was observed. The accessory gearbox, fuel control, and oil lube pump were removed from the engine. The radial driveshaft was then removed from the front frame and scallop shaped wear marks were observed around the shaft, which matched the mating female splines of the pinion assembly. In addition, about 0.10 inch of material wear was observed on the front frame housing consistent with pinion gear assembly contact.

The pinion gear assembly was removed from the accessory gearbox. The pinion gear, which mates with the bevel gear, exhibited wear on the gear teeth and some metal smearing concentrated along the tips, consistent with gear disengagement. The pinion support assembly was disassembled and the upper support bearing exhibited roller ball, bearing cage, and race damage. In addition, the bevel gear exhibited wear on the teeth consistent with what was observed on the mating pinion.

The accessory gearbox pinion, bevel gears, the upper and lower pinion support bearings, and all four magnetic plugs underwent metallurgical examination. An energy dispersive x-ray scan, microstructure analysis, and hardness testing indicated that both the bevel and pinion gears met material specifications. Both the pinion and bevel gears had excessive wear on 50-75% of the outer tooth span at the gear tooth tip, which is also consistent with gear disengagement. In addition, cracks were noted on two adjacent bevel gear teeth.

The pinion upper support bearing was disassembled, and spalling was observed on the balls, inner, and outer raceways. Wear was mostly concentrated on the upper pinion support bearing inner race land. Energy dispersive x-ray and scanning electron microscopy identified aluminum oxide particles embedded in the cage pocket and inner races of both bearings. The debris accumulation on the magnetic plugs was analyzed and found to be consistent with bearing and gear material.

According to the manufacturer, aluminum oxide is not present in any T58-GE-402 bearing or component within the oil lubrication system pathway. Historically, aluminum oxide has been inadvertently introduced into the engine during the engine overhaul/repair process. Aluminum oxide is abrasive and once it is embedded into the bearing it can cause uneven wear and accelerated failure.