Vietnam era helicopter’s final military flight

WHITE SANDS MISSILE RANGE – The last UH-1 Huey, tail number 74-22478, made its final flight as a U. S. Army operated aircraft Dec. 15, 2016.

This was the very last UH-1, one of the Dirty Dozen, to be proudly flown over southern New Mexico before it was transferred to the Louisiana State Police, where it will continue to serve the public with honor and dignity.

The UH-1 started its career as a replacement for the Bell H-13 Sioux used primarily during the Korean conflict. The H-13 demonstrated the utility of the helicopter in combat, saving multiple servicemen during the conflict. Although it proved useful, the H-13 had many shortcomings including range and payload deficiencies. In 1952 the U. S. Army developed the requirements for a turbine-powered helicopter with extended range and increased payload for medical evacuation and utility transport requirements. Bell Helicopter designed what would be first designated as the HU-1 Iroquois, and in true aviator fashion was simply called Huey by its operators.

The UH-1 became the first turbine-powered helicopter to enter military service in 1960 where, through the innovation and advancement of the capability, it revolutionized warfare. Shortly thereafter it was introduced to its iconic combat role in Vietnam. Over the next 16 years more than 16,000 UH-1s were produced with some 7,000 seeing combat action in Vietnam. The other services saw the utility of the UH-1 and quickly adopted the aircraft. In all, this revolutionary aircraft was operated by all four services and over 35 countries. The UH-1 quickly evolved and was modified to fill a variety of roles from troop transport, medevac, command and control and armed gunship roles.

More importantly, it revolutionized the U.S. Army combat operations by providing the ability to rapidly mobilize large concentrations of troops en masse. This ability forever changed the face of warfare and gave a new name of Air Mobile to the concept of operations. It would serve in that role for several more years seeing combat once again during the invasion of Grenada and limited use during Gulf War I as a medevac platform. Finally, age and performance limitations would see it replaced by the UH-60 in most active Army and National Guard units. By 2006 almost all had left the inventory.  The only aircraft retained by the U.S. Army belonged to Army Test and Evaluation Center. Officially, 11 were retained, three at Redstone Arsenal, four at Yuma Proving Ground and four at White Sands Missile Range, where they would serve the country’s needs for test support assets.

This particular aircraft, the UH-1, 74-22478, was one of the last produced by Bell Helicopter for the U.S. Army. It rolled off the assembly line in early 1976 and was accepted by the Army. However, Bell Helicopter retained the aircraft at its Fort Worth, Texas, facility where it was used to further test modifications to the UH-1 fleet. While at Bell it flew approximately 2,300 flight hours. Following the end of Gulf War I and with limited utility in a combat role, the aircraft was transferred to White Sands Missile Range in 1992.

Since then, the aircraft has flown over 2,600 hours and supported a variety of test projects. With the ability to modify the aircraft, it has supported many major tests for White Sands Test Center. Recently, it was the aircraft of choice that carried the seeker head, test data recording equipment and contractor personnel to execute over 3,000 individual missile runs during captive flight test for Small Diameter Bomb II development. The net results continually improved the seeker head performance without the cost of having to fire an actual missile. It was also used over the years as a Patriot Missile target to improve the radar system.

The last flight that was performed in December was the last flight for the National Guard, Reserve, or any active inventory. Launching as Nike 06, flown by J.D. Edwards, Chris Lowe as Copilot, Randall Gillespie as Flight Engineer and Art McKinney as our final passenger. This aircraft would not have been able to perform its job without the support of the maintainers who looked after it. They are the unsung heroes who were driven just to see it launch. This particular aircraft served the Army admirably for 42 years.  Following the Huey’s final flight it was then transferred through the Army’s Law Enforcement Support Office to the Louisiana State Police where it will continue to serve. Fittingly, the transfer to the LA State Police took place Dec. 22 and the aircraft departed Holloman Air Force Base for the last time 20 minutes before the last flight of its Vietnam War era partner, the F-4 aircraft. Together, two iconic aircraft closed the book on that portion of aviation history.

Source:   http://www.alamogordonews.com

Bell AH-1Z Viper, United States Marine Corps: Incident occurred January 08, 2018 in Yomitan Village, Okinawa Prefecture -and- Bell UH-1Y Venom, US Marine Corps (USMC), 1st MAW: Incident occurred January 06, 2018 on Ikei Island, Uruma City, Okinawa Prefecture

A U.S. military helicopter made an emergency landing Monday in Japan's Okinawa islands, the second such incident in three days.

A Marine Corps AH-1 attack helicopter with two people aboard landed in a field at a waste disposal site in the town of Yomitan on Okinawa's main island, according to Japanese media reports. No injuries were reported.

Photos showed an apparently intact helicopter parked in a grassy area.

The U.S. side told police that a warning light had indicated a problem with the aircraft, public broadcaster NHK said.

A Marines Corps UH-1Y helicopter made an emergency landing on a beach in Okinawa on Saturday because its rotor appeared to be spinning too fast. No one was injured, but military personnel could be seen removing a large part of the rotor the next day and carting it away.

The incidents are the latest in a series that have inflamed Okinawan opposition to the large U.S. military presence on the southern Japan island chain.

In separate incidents last month, parts fell from U.S. military helicopters onto schools in Okinawa. One boy had minor injuries after an emergency escape window fell from a CH-53 transport helicopter into a school playground in Ginowan city. The school is next to Marine Corps Air Station Futenma.

Story and photo ➤  http://abcnews.go.com

TOKYO, Jan. 8 (Xinhua) -- A U.S. military attack helicopter made an emergency landing in Japan's Okinawa Prefecture on Monday, local media reported, with the incident coming on the heels of an almost identical mishap just two days earlier. 

The AH-1 attack helicopter belonging to the U.S. Marine Corps Air Station Futenma made the emergency landing at a waste disposal site in the village of Yomitan in Japan's southernmost prefecture.

According to local police and the U.S. military, none of the four crew members aboard were injured in the emergency landing, which was in the vicinity of a large resort hotel, and there have been no reports of injury to persons or damage to property as a result of the latest U.S. military helicopter mishap.

The latest incident involving a U.S. military chopper follows a UH-1 heavy-lift transport helicopter on Saturday making an emergency landing on a sandy beach on Ikei Island, also in Okinawa.

The U.S. Marine Corps said the emergency landing on the small islet was due to "indications of the main rotor moving at too high a speed."

The UH-1 transport helicopter touched down just 100 meters away from a residential house, renewing concerns and anger among locals in Okinawa about the safety of U.S. military hardware owing to the increasing frequency of potentially fatal mishaps and accidents recently.

Both helicopters are based at the controversial U.S. Marine Corps Air Station Futenma, which is central to a protracted row between the local and central governments about its relocation from the densely populated Ginowan district, to the coastal Henoko region also on the island.

Japan's public broadcaster NHK said that according to defense ministry officials, the U.S. side explained to local police investigating the accident Monday that the emergency landing was a result of an instrument in the cockpit indicating a fault with the aircraft.

Original article can be found here ➤  http://www.xinhuanet.com

The U.S. Marine Corps said Sunday one of its helicopters made an emergency landing on a small islet in Okinawa the previous day after "indications of the main rotor moving at too high a speed."

None of the four crew members aboard was injured when the UH-1 helicopter landed on a sandy beach on Ikei Island. U.S. military personnel continued checking the aircraft Sunday morning and removed the main rotor.

"We are grateful that...no one was hurt and no property was damaged. The Marine Corps will rigorously investigate the cause of the incident," a Marine Corps officer told Kyodo News.

The incident is the latest in a series of accidents and mishaps involving U.S. military aircraft stationed in the southern prefecture of Okinawa, which hosts the bulk of U.S. military forces in Japan. The helicopter that made the emergency landing belongs to U.S. Marine Corps Air Station Futenma on the main island of Okinawa.

Koichiro Nakajima, the Japanese Defense Ministry's local bureau chief, told reporters after inspecting the helicopter, "Flight safety is above everything else. We want (the U.S. military) to work toward that end."

Nakajima also met the head of the Ikei residents' association, who strongly protested over the incident.

"If an aircraft falls on our houses, it will cause huge damage. If we lose lives, they will not return," Masanori Tamaki, 61, said, adding the U.S. military should change its flight path.

Ikei Island, located around 30 kilometers northeast of the prefectural capital Naha is connected to the Okinawa main island by a bridge. According to a local resident, there is a house around 100 meters from where the helicopter landed.

Story and comments ➤ https://japantoday.com

U.S. military personnel appeared to remove part of the main rotor from a Marine Corps helicopter Sunday, one day after it made an emergency landing on a beach in Japan's southern Okinawa islands.

Japanese television showed personnel in dark green uniforms using four metal step ladders to reach the rotor of the helicopter, which remained parked on the sand, near the Pacific Ocean. They handed down a large part and hand-carried it off the beach.

The Marines confirmed in a statement that the UH-1Y helicopter landed on Ikeijima, a small island off Okinawa's main island, after indications that the main rotor was moving at too high a speed. No one was injured in the Saturday afternoon incident. The Marines said the cause was under investigation.

The U.S. maintains a major military presence in Okinawa. The local government and residents often complain about the American bases, and incidents like this one increase the friction.

In two separate incidents last month, parts fell from U.S. military helicopters onto schools in Okinawa. One boy had minor injuries after an emergency escape window fell from a CH-53 transport helicopter into a school playground. The school in Ginowan city is right next to Marine Corps Air Station Futenma.

Story and photo ➤ http://abcnews.go.com

URUMA, Okinawa Prefecture--A U.S. military helicopter made an emergency landing on Ikeijima island here on January 6.

Local police were alerted by phone around 4:15 p.m. that the helicopter had landed on the eastern coast of the island. No one was injured.

Local fire department officials said the pilot made the emergency landing in the Agarihama district. It was not clear what the problem was as no smoke was found coming out of the aircraft.

Ikeijima is located about 40 kilometers northeast of Naha, the Okinawa prefectural capital. The island is connected by bridge with the main Okinawa island.

Story and photo ➤ http://www.asahi.com

A US military helicopter has made an emergency landing on a small island in Okinawa Prefecture, southern Japan.

The police and fire department received calls Saturday afternoon about a helicopter landing on Ikeijima Island.

Aerial footage taken by NHK shows a US Marine Corps UH-1 helicopter on the eastern coast of the island with military officials nearby.

US officials say the helicopter is deployed at the Marine Corps' Futenma air station in Okinawa and that no crewmembers were injured.

An AH-1 attack helicopter deployed at Futenma made an emergency landing on the same island last January.

Story and video ➤ https://www3.nhk.or.jp

Bell UH-1H, registered to and operated by Farm Ag Enterprises under the provisions of Title 14 Code of Federal Regulations Part 137 as an aerial application flight, N175SF: Accident occurred October 05, 2016 in Gila Bend, Maricopa County, Arizona

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona 

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/N175SF

Location: Gila Bend, AZ
Accident Number: WPR17LA002
Date & Time: 10/05/2016, 0900 MST
Registration: N175SF
Aircraft: Tamarack Helicopters Inc UH-1H
Aircraft Damage: Substantial
Defining Event: Part(s) separation from AC
Injuries: 1 Minor
Flight Conducted Under: Part 137: Agricultural 

On October 5, 2016, about 0900 mountain standard time, a Tamarack Helicopters Inc. UH-1H, N175SF, rolled over during a forced landing near Gila Bend, Arizona, after the 90° tail rotor gearbox separated. The commercial pilot sustained minor injuries, and the helicopter was substantially damaged. The helicopter was registered to and operated by Farm Ag Enterprises, under the provisions of Title 14 Code of Federal Regulations Part 137 as an aerial application flight. Visual meteorological conditions prevailed, and no flight plan had been filed.The local flight departed a private airstrip about 0700.

The pilot reported that he had just completed a series of passes over a cotton field, and was maneuvering the helicopter for a return to the fuel truck. The helicopter was moving at about 20 knots and climbing, when after reaching about 100 ft above ground level he heard a loud bang. The helicopter then began to spin to the right, and would not respond to foot pedal inputs, so he lowered the collective and initiated an autorotation. The helicopter was still spinning as it descended, and as it approached the ground the skids made contact with cotton bushes, and the helicopter rolled onto its left side.

During the impact the tailboom partially detached from the aft bulkhead. The tail rotor assembly, which included both tail rotor blades and the outer case of the 90° gearbox, was located about 30 ft from the helicopter (See Figure 1). The input quill and sleeve assembly of the case remained attached to the vertical fin. (See Figure 2)

Figure 1 – Tail Gearbox Rotor and Rotor Assembly

Figure 2 – Vertical Fin with Input Drive Quill to 90° Gearbox

Pilot Information

Certificate: Commercial
Age: 33, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/01/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/15/2016
Flight Time:  3778.8 hours (Total, all aircraft), 118.6 hours (Total, this make and model), 3714 hours (Pilot In Command, all aircraft), 64 hours (Last 90 days, all aircraft), 17.9 hours (Last 30 days, all aircraft), 1.5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Tamarack Helicopters Inc
Registration: N175SF
Model/Series: UH-1H
Aircraft Category: Helicopter
Year of Manufacture: 1969
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 69-16713
Landing Gear Type: High Skid;
Seats: 2
Date/Type of Last Inspection: 06/07/2016, Continuous Airworthiness
Certified Max Gross Wt.: 9500 lbs
Time Since Last Inspection: 69 Hours
Engines: 1 Turbo Shaft
Airframe Total Time: 5157.9 Hours as of last inspection
Engine Manufacturer: HONEYWELL
ELT: Not installed
Engine Model/Series: T5313B
Registered Owner: Farm Ag Enterprises
Rated Power: 1400 hp
Operator: Farm Ag Enterprises
Operating Certificate(s) Held: Agricultural Aircraft (137)
Operator Does Business As:
Operator Designator Code: 7FAG 

The helicopter was manufactured in 1969 as a UH-1H, and after military services it was demilitarized, and ownership transferred to the Sheriff's Department of Seminole County, Florida. FAA records indicated that a condition of transfer was that the helicopters sole purpose be restricted to, "Airborne Fire Suppression, Air Search and Rescue, water/Marine Rescue, Disaster Response, SWAT Response, Medivac, Regional Support"

In 2007, the helicopter was then sold to a private company which specialized in charter, forestry, and contract flight services.

In January 2014 it was issued a special airworthiness certificate in the restricted category after being disassembled and converted through a supplemental type certificate (STC) held by Tamarack Helicopters. The helicopter was purchased by the accident operator on April 4, 2016, 279.1 flight hours after the conversion, and 20.4 hours before the accident.

The helicopter was maintained under a continuous airworthiness inspection program, and according to the maintenance logbooks, the most recent inspection event was for a 50-hour inspection, on June 7, 2016, 68.8 flight hours before the accident.

The most recent documented maintenance action requiring the disassembly of the 90° gearbox was for its overhaul in August 19, 2013, following which it was installed on the helicopter during the conversion to a Tamarack UH-1H.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBXK, 1021 ft msl
Distance from Accident Site: 27 Nautical Miles
Observation Time: 1615 UTC
Direction from Accident Site: 5°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 90°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.89 inches Hg
Temperature/Dew Point: 24°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Gila Bend, AZ
Type of Flight Plan Filed: None
Destination: Gila Bend, AZ
Type of Clearance: None
Departure Time: 0700 MST
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 32.975556, -112.728611 (est) 

Tests And Research

The tail rotor 90° gearbox, input quill, and upper portion of the vertical fin and sleeve assembly were examined at the NTSB Office of Research and Engineering, Materials Laboratory Division. A complete report is contained in the public docket.

Examination revealed that the six studs which attached the gearbox case to the input quill sleeve assembly on the fin had fractured at the gearbox housing joint line.

The threaded portion of the fractured studs remained within the gearbox case. All six stud fracture surfaces displayed topographies and arrest lines indicating bending fatigue cracking. In each case, the fatigue initiated in the thread root radii on the same side of each stud relative and perpendicular to the center of the bolt hole radius. The fatigue cracks propagated diametrically across each stud terminating in small overstress regions, with a small area of secondary reversed bending fatigue cracking at the opposite side of each stud. The fatigue cracks penetrated between 89% and 98% of each stud cross section. (See Figure 3)

Figure 3 – Threaded Portions of Fractured Studs Within the Gearbox Case. (Excerpt from the NTSB Materials Laboratory Report)

Magnified examinations of the corresponding stud sections from the vertical fin revealed fracture areas with fatigue cracks that had initiated at either the first, second or third full thread from the grip portion of the stud. The thread roots were smooth and typical of rolled thread roots, and yellow paste material consistent with zinc chromate paste was present in all thread roots.

The unthreaded grip sections of all studs exhibited fretting wear on the side opposite the main fatigue crack origin areas. In most cases the wear scars corresponded to the length of the stud that passed through the vertical fin structure, and in some instances, was present on the adjacent thread crests.

The locations corresponding to stud passage on the fin structure were worn and slightly out-of-round (See Figure 4). Examination of the interior of the fin holes also revealed wear and damage corresponding to the fretting on the studs.

Figure 4 - Stud Passage on Fin Structure. 

(Excerpt from the NTSB Materials Laboratory Report)

The interface between the input quill sleeve housing and the vertical fin showed no significant fretting or wear.

According to the helicopters illustrated parts manual, the studs were 2.875 inches long, and the AN126420 type. Three studs were tested for hardness and material composition. All met the appropriate specifications required by AN126420.

Additional Information

Bell Helicopter Inc. was the original designer and manufacturer of the UH-1 series helicopter, which was built for military purposes and never commercially certificated. The FAA registration database lists about 450 UH-1H's currently registered in the US under more than 12 different manufacturers names, including Bell.

The NTSB accident database included two other accidents involving UH-1 series helicopters with similar separations of the 90° gearbox.

A gearbox separation with similar fatigue damage to the gearbox attachments studs occurred on September 21, 1999 involving a Garlick Helicopters version of the UH-1H, which was being utilized for logging operations. The probable cause was determined to be, "Fatigue failure of the 90-degree gearbox attachment studs, resulting in separation of the tailrotor and 90-degree gearbox from the vertical fin". See NTSB accident number SEA99LA171.

On October 7, 2012 the tailrotor gearbox separated from a Garlick Helicopters UH-1H during firefighting operations with a Bambi bucket. Data was limited because the gearbox and four studs were not recovered. The NTSB materials laboratory report indicated an uneven use of sealant at the gearbox mounting flange, and a resultant lack of mounting bolt preload. The probable cause was determined to be, "The separation of the tail rotor gearbox and tail rotor assembly as a result of fatigue to the tail rotor gearbox input quill assembly attachment studs." See NTSB accident number WPR13FA006.

A representative from Tamarack Helicopters stated that the 90° gearbox is typically removed and overhauled after 1,200 flight hours, or if grey material indicative of fretting is observed at any of the gearbox mating surfaces. He further stated that fretting damage to one or two attachment studs along with associated ovaling of the pass-through holes on the vertical fin structure was not uncommon (and that maintenance documents exist for quantifying and repairing such damage), but he has never seen damage to all mounting studs before.

NTSB Identification: WPR17LA002
14 CFR Part 137: Agricultural
Accident occurred Wednesday, October 05, 2016 in Gila Bend, AZ
Aircraft: BELL UH 1H, registration: N175SF
Injuries: 1 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On October 5, 2016, about 0915 mountain standard time, a Bell UH-1H, N175SF, rolled over during a precautionary landing near Gila Bend, Arizona. The helicopter was registered to and operated by Farm Ag Enterprises, as an aerial application flight under the provisions of 14 Code of Federal Regulations (CFR) Part 137. The commercial pilot was not injured, and the helicopter sustained substantial damage. The local flight departed a private airstrip about two hours prior. Visual meteorological conditions prevailed and no flight plan had been filed.

The pilot reported that he had just completed a series of passes over a cotton field, and was maneuvering the helicopter for the cleanup pass, when during the final right turn he heard a loud bang. He was then unable to maintain lateral control with the foot pedals, so he immediately initiated an autorotation. During the landing flare, the left skid made contact with the ground, and the helicopter rolled onto its left side.

Bell UH-1H, registered to and operated by Farm Ag Enterprises under the provisions of Title 14 Code of Federal Regulations Part 137 as an aerial application flight, N175SF: Accident occurred October 05, 2016 in Gila Bend, Maricopa County, Arizona

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

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/N175SF

Location: Gila Bend, AZ
Accident Number: WPR17LA002
Date & Time: 10/05/2016, 0900 MST
Registration: N175SF
Aircraft: Tamarack Helicopters Inc UH-1H
Aircraft Damage: Substantial
Defining Event: Part(s) separation from AC
Injuries: 1 Minor
Flight Conducted Under: Part 137: Agricultural 

On October 5, 2016, about 0900 mountain standard time, a Tamarack Helicopters Inc. UH-1H, N175SF, rolled over during a forced landing near Gila Bend, Arizona, after the 90° tail rotor gearbox separated. The commercial pilot sustained minor injuries, and the helicopter was substantially damaged. The helicopter was registered to and operated by Farm Ag Enterprises, under the provisions of Title 14 Code of Federal Regulations Part 137 as an aerial application flight. Visual meteorological conditions prevailed, and no flight plan had been filed.The local flight departed a private airstrip about 0700.

The pilot reported that he had just completed a series of passes over a cotton field, and was maneuvering the helicopter for a return to the fuel truck. The helicopter was moving at about 20 knots and climbing, when after reaching about 100 ft above ground level he heard a loud bang. The helicopter then began to spin to the right, and would not respond to foot pedal inputs, so he lowered the collective and initiated an autorotation. The helicopter was still spinning as it descended, and as it approached the ground the skids made contact with cotton bushes, and the helicopter rolled onto its left side.

During the impact the tailboom partially detached from the aft bulkhead. The tail rotor assembly, which included both tail rotor blades and the outer case of the 90° gearbox, was located about 30 ft from the helicopter (See Figure 1). The input quill and sleeve assembly of the case remained attached to the vertical fin. (See Figure 2)

Figure 1 – Tail Gearbox Rotor and Rotor Assembly

Figure 2 – Vertical Fin with Input Drive Quill to 90° Gearbox

Pilot Information

Certificate: Commercial
Age: 33, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/01/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/15/2016
Flight Time:  3778.8 hours (Total, all aircraft), 118.6 hours (Total, this make and model), 3714 hours (Pilot In Command, all aircraft), 64 hours (Last 90 days, all aircraft), 17.9 hours (Last 30 days, all aircraft), 1.5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Tamarack Helicopters Inc
Registration: N175SF
Model/Series: UH-1H
Aircraft Category: Helicopter
Year of Manufacture: 1969
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 69-16713
Landing Gear Type: High Skid;
Seats: 2
Date/Type of Last Inspection: 06/07/2016, Continuous Airworthiness
Certified Max Gross Wt.: 9500 lbs
Time Since Last Inspection: 69 Hours
Engines: 1 Turbo Shaft
Airframe Total Time: 5157.9 Hours as of last inspection
Engine Manufacturer: HONEYWELL
ELT: Not installed
Engine Model/Series: T5313B
Registered Owner: Farm Ag Enterprises
Rated Power: 1400 hp
Operator: Farm Ag Enterprises
Operating Certificate(s) Held: Agricultural Aircraft (137)
Operator Does Business As:
Operator Designator Code: 7FAG 

The helicopter was manufactured in 1969 as a UH-1H, and after military services it was demilitarized, and ownership transferred to the Sheriff's Department of Seminole County, Florida. FAA records indicated that a condition of transfer was that the helicopters sole purpose be restricted to, "Airborne Fire Suppression, Air Search and Rescue, water/Marine Rescue, Disaster Response, SWAT Response, Medivac, Regional Support"

In 2007, the helicopter was then sold to a private company which specialized in charter, forestry, and contract flight services.

In January 2014 it was issued a special airworthiness certificate in the restricted category after being disassembled and converted through a supplemental type certificate (STC) held by Tamarack Helicopters. The helicopter was purchased by the accident operator on April 4, 2016, 279.1 flight hours after the conversion, and 20.4 hours before the accident.

The helicopter was maintained under a continuous airworthiness inspection program, and according to the maintenance logbooks, the most recent inspection event was for a 50-hour inspection, on June 7, 2016, 68.8 flight hours before the accident.

The most recent documented maintenance action requiring the disassembly of the 90° gearbox was for its overhaul in August 19, 2013, following which it was installed on the helicopter during the conversion to a Tamarack UH-1H.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBXK, 1021 ft msl
Distance from Accident Site: 27 Nautical Miles
Observation Time: 1615 UTC
Direction from Accident Site: 5°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 90°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.89 inches Hg
Temperature/Dew Point: 24°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Gila Bend, AZ
Type of Flight Plan Filed: None
Destination: Gila Bend, AZ
Type of Clearance: None
Departure Time: 0700 MST
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 32.975556, -112.728611 (est) 

Tests And Research

The tail rotor 90° gearbox, input quill, and upper portion of the vertical fin and sleeve assembly were examined at the NTSB Office of Research and Engineering, Materials Laboratory Division. A complete report is contained in the public docket.

Examination revealed that the six studs which attached the gearbox case to the input quill sleeve assembly on the fin had fractured at the gearbox housing joint line.

The threaded portion of the fractured studs remained within the gearbox case. All six stud fracture surfaces displayed topographies and arrest lines indicating bending fatigue cracking. In each case, the fatigue initiated in the thread root radii on the same side of each stud relative and perpendicular to the center of the bolt hole radius. The fatigue cracks propagated diametrically across each stud terminating in small overstress regions, with a small area of secondary reversed bending fatigue cracking at the opposite side of each stud. The fatigue cracks penetrated between 89% and 98% of each stud cross section. (See Figure 3)

Figure 3 – Threaded Portions of Fractured Studs Within the Gearbox Case. (Excerpt from the NTSB Materials Laboratory Report)

Magnified examinations of the corresponding stud sections from the vertical fin revealed fracture areas with fatigue cracks that had initiated at either the first, second or third full thread from the grip portion of the stud. The thread roots were smooth and typical of rolled thread roots, and yellow paste material consistent with zinc chromate paste was present in all thread roots.

The unthreaded grip sections of all studs exhibited fretting wear on the side opposite the main fatigue crack origin areas. In most cases the wear scars corresponded to the length of the stud that passed through the vertical fin structure, and in some instances, was present on the adjacent thread crests.

The locations corresponding to stud passage on the fin structure were worn and slightly out-of-round (See Figure 4). Examination of the interior of the fin holes also revealed wear and damage corresponding to the fretting on the studs.

Figure 4 - Stud Passage on Fin Structure. 

(Excerpt from the NTSB Materials Laboratory Report)

The interface between the input quill sleeve housing and the vertical fin showed no significant fretting or wear.

According to the helicopters illustrated parts manual, the studs were 2.875 inches long, and the AN126420 type. Three studs were tested for hardness and material composition. All met the appropriate specifications required by AN126420.

Additional Information

Bell Helicopter Inc. was the original designer and manufacturer of the UH-1 series helicopter, which was built for military purposes and never commercially certificated. The FAA registration database lists about 450 UH-1H's currently registered in the US under more than 12 different manufacturers names, including Bell.

The NTSB accident database included two other accidents involving UH-1 series helicopters with similar separations of the 90° gearbox.

A gearbox separation with similar fatigue damage to the gearbox attachments studs occurred on September 21, 1999 involving a Garlick Helicopters version of the UH-1H, which was being utilized for logging operations. The probable cause was determined to be, "Fatigue failure of the 90-degree gearbox attachment studs, resulting in separation of the tailrotor and 90-degree gearbox from the vertical fin". See NTSB accident number SEA99LA171.

On October 7, 2012 the tailrotor gearbox separated from a Garlick Helicopters UH-1H during firefighting operations with a Bambi bucket. Data was limited because the gearbox and four studs were not recovered. The NTSB materials laboratory report indicated an uneven use of sealant at the gearbox mounting flange, and a resultant lack of mounting bolt preload. The probable cause was determined to be, "The separation of the tail rotor gearbox and tail rotor assembly as a result of fatigue to the tail rotor gearbox input quill assembly attachment studs." See NTSB accident number WPR13FA006.

A representative from Tamarack Helicopters stated that the 90° gearbox is typically removed and overhauled after 1,200 flight hours, or if grey material indicative of fretting is observed at any of the gearbox mating surfaces. He further stated that fretting damage to one or two attachment studs along with associated ovaling of the pass-through holes on the vertical fin structure was not uncommon (and that maintenance documents exist for quantifying and repairing such damage), but he has never seen damage to all mounting studs before.

Sikorsky UH-60M Black Hawk, NA-706: Fatal accident occurred February 05, 2018 in Lanyu, Taiwan

NTSB Identification: ANC18WA023
14 CFR Part 129: Foreign National Airborne Service Corps. Taiwan
Accident occurred Monday, February 05, 2018 in Lanyu, Taiwan
Aircraft: SIKORSKY UH-60M (S-70), registration: NA706
Injuries: 6 Fatal.

The foreign authority was the source of this information.

On February 05, 2018, about 2352 local time, a Sikorsky UH-60M helicopter, NA-706, operated by National Airborne Service Corps. of the Ministry of Interior, Taiwan R.O.C., went missing and is presumed to have crashed in open ocean waters shortly after departure from the Lanyu Airport (RCLY), located on Orchid Island, Taitung, Taiwan. Of the six occupants on board, the three crew members and three passengers, remain missing, and the helicopter is presumed to have been destroyed. 

The investigation is under the jurisdiction of the Government of Taiwan. This report is for information purposes only and contains only information released by or obtained by the Government of Taiwan. Further information pertaining to this accident may be obtained from:

Aviation Safety Council, Taiwan
11th Floor, 200, Section 3, Beixin Road, Xindian District
New Taipei City 231, Taiwan (R.O.C.)
Tel: 886-1-89127388 
Fax: 886-2-8912-7399
E-Mail: info@scaa.sy
Website: www.asc.gov.tw

Salvaging the wreckage of a UH-60M Blackhawk helicopter that crashed last month while transporting a patient from Orchid Island (Lanyu) could take two to three months, Aviation Safety Council Chairman Hwung Hwung-hweng told lawmakers yesterday.

Hwung was at a meeting of the legislature’s Transportation Committee to brief it about the council’s plans for this year, but Democratic Progressive Party (DPP) Legislator Cheng Pao-ching brought up the effort to salvage the National Airborne Service Corp helicopter.

The helicopter disappeared on Feb. 5 after taking off from Lanyu Airport on Orchid Island with six people aboard: three crew, an emergency medical technician, the patient and a family member of the patient. Their bodies have not been found.

Hwung said the council has detected wreckage in the sea and the Ministry of the Interior, which overseas the corp, has hired a contractor to salvage it.

The salvage operation could take two to three months, he said.

The wreckage was located 1,000m below sea level and special equipment is needed for such a recovery operation.

“It would be difficult to twist and maneuver the cables to retrieve the wreckage under such great pressure,” Hwung said, adding that Japan and Singapore have the technology needed to salvage wreckages on the high seas.

It is not clear whether Taiwanese operators could manage such an operation, Hwung said.

DPP Legislator Lin Chun-hsien said that the government should acquire the capacity to conduct high seas salvage operations.

As Taiwan is surrounded by sea, aircraft are more likely to crash on the water than land, he said.

Cheng also suggested the government move Lanyu Airport from the northwestern half of the island to the east.

Aircraft departing the airport often need to deal with wind shear, he said.

The airport is also not equipped with auxiliary facilities to enhance nighttime visibility, Cheng said.

The Civil Aeronautics Administration needs to address such safety risks, Cheng said.

http://www.taipeitimes.com

On February 5, 2018, the National Airborne Service Corp, Ministry of Interior, conducted an emergency medical service flight with an UH-60M Black Hawk helicopter, registration number NA-706. The helicopter carried 1 patient, 1 family member of the patient, 2 flight crewmembers, 1 mechanic and 1 nurse, totally 6 persons on board.  At 2349, the helicopter took off from Lanyu Airport and lost contact with the control tower three minutes later. After Aviation Safety Council (ASC) was notified, an investigation team was assigned immediately to initiate the occurrence investigation. Related progress is as follows:

The investigation team conducted two batches of the underwater recorder searching operations from February 14 to February 16 and February 18 to February 21. The investigation team confirmed the signal of the recorder was continuing to be sent.

The investigation team carried back a piece of wreckage with dimension 60 by 45 centimeter picked up by a civilian from the Lanyu Island beach and another piece of wreckage with dimension 210 by 80 centimeter recovered by a fisherman from sea near the Green Island. The aforementioned wreckages were part of black hawk helicopter’s main rotor pylon sliding cover and broken left cargo door respectively.

https://www.asc.gov.tw

On February 5, 2018, the National Airborne Service Corp, Ministry of Interior, conducted an emergency medical service flight with an UH-60M Black Hawk helicopter, O registration number NA-706. The helicopter carried 1 patient, 1 family member of the patient, 2 flight crewmembers, 1 mechanic and 1 nurse, total 6 persons on board.  At 2349, the helicopter took off from Lanyu Airport to Taitung (Feng Nien) Airport and lost contact with the control tower three minutes later.

After Aviation Safety Council (ASC) was notified, an investigation team was assigned immediately to Lanyu Island to launch investigation and assist search and rescue. When investigation team arrived in Taitung on next day (2/6), due to poor weather conditions, all sea and air transportation to Lanyu Island were suspended. The team is heading to Lanyu Island and has coordinated the Coast Guard Administration, the Executive Yuan for supports to search the underwater flight data recorder Today(2/8) .

According to Aviation Occurrence Investigation Act, the ASC had determined the event as an aviation occurrence. An Investigator-in-Charge has been assigned to this investigation. The investigation team had accomplished the initial investigation planning including personnel organization and equipment requirements, witness interviews, air traffic radar data calculation, occurrence site area hydrological data collection, flight data recorder underwater search planning and maintenance record collection, etc.


https://www.asc.gov.tw

Bell UH-1B Iroquois, N64RA: Fatal accident occurred March 08, 2019 in Forks, Clallam County, Washington

Aviation Accident Preliminary Report - National Transportation Safety Board 

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

Additional Participating Entities:  
Federal Aviation Administration / Flight Standards District Office; Des Moines, Washington
Honeywell Aerospace; Phoenix, Arizona 

https://registry.faa.gov/N64RA

Location: Forks, WA
Accident Number: WPR19FA091
Date & Time: 03/08/2019, 0705 PST
Registration: N64RA
Aircraft: BELL UH1B
Injuries: 1 Fatal
Flight Conducted Under: Part 133: Rotorcraft Ext. Load 

On March 8, 2019, about 0705 Pacific standard time, a Bell UH-1B helicopter, N64RA, collided with mountainous terrain near Forks, Washington. The commercial pilot was fatally injured. The helicopter sustained substantial damage to the fuselage, tail boom, and drivetrain. The helicopter was registered to and operated by Iron Eagle Helicopters under provisions of Title 14 Code of Federal Regulations Part 133, as an external load operation. Visual meteorological conditions prevailed, and no flight plan was filed for the off airport local flight. The flight originated from a remote location and flew to the contracted logging site about 1/2 miles to the south-west.

According to the logging project manager, this was the first flight of the day for the pilot. The grapple logging operations from the helicopter uses a hydraulic log grapple affixed to a 180 ft Kevlar long-line.

According to one witness, who is a helicopter mechanic, he assisted the pilot in the pre-flight inspection of the helicopter. The mechanic remained in the area and observed a normal engine start, run up and take off. Afterwards the mechanic continued with his morning activities and heard three successive distress calls from the pilot over the company communication radio. The mechanic and three other employees began a search of nearby emergency landing areas. After finding the emergency landing areas empty, one employee hiked to the site where the helicopter was scheduled to perform the grapple logging operations and found the wreckage.

The wreckage was located in a heavily forested, mountainous area about ½ mile north east of the point of departure. The first identified point of impact was directly underneath the wreckage. The debris field was small, consisting of small portions of the main rotor scattered about 50 ft away from the main cabin.

The cabin came to rest inverted on a heading of about 100° magnetic. The tail boom and tail rotor had separated but remained alongside the fuselage. The main rotor and transmission were displaced aft over the engine.

The grapple and long-line remained attached to the cargo hook of the helicopter and extended uphill away from the wreckage.

There was no post-impact fire. The wreckage was relocated to a secure facility for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: BELL
Registration: N64RA
Model/Series: UH1B
Aircraft Category: Helicopter
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: Rotorcraft External Load (133)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KCLM, 291 ft msl
Observation Time:
Distance from Accident Site: 26 Nautical Miles
Temperature/Dew Point: 1°C
Lowest Cloud Condition: Scattered / 5000 ft agl
Wind Speed/Gusts, Direction: 3 knots / , Variable
Lowest Ceiling:
Visibility:  6 Miles
Altimeter Setting:
Type of Flight Plan Filed: None
Departure Point: Forks, WA
Destination: Forks, WA 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:

Joshua Meriah Tripp

FRENCHTOWN — An extraordinary man died last week: On March 8, 2019, Joshua Meriah Tripp, 44, went down with his logging helicopter near Port Angeles, Washington. Josh was tireless, compassionate, and magnetic. He gave incredible hugs that wrapped you up in warmth. He listened in a way that made people feel seen. He never hesitated to tell someone how much he loved them.  

Born at the Naval Hospital in Oakland, California, on Aug. 28, 1974, Josh grew up in the Bitterroot Valley. He attended Stevensville Schools and graduated in 1992.

Josh was known for his entrepreneurial spirit and started a lawn mowing business when he was eight years old. He became the youngest person to receive a loan from First State Bank, leveraging the funds to buy a four-wheeler to expand his paper route. As a teenager, Josh built houses. He started a power washing business. After returning from his mission with the LDS Church in San Diego, he bought a logging truck from his dad and ran a successful operation for many years. Later, he became a highly-respected seasonal flood insurance claims adjuster, a position he held in addition to running his own self-loader logging truck company, raising young kids, and, when a conversation with a fellow logger/pilot piqued his interest, learning to fly.

A skilled pilot and inspiring leader, Josh flew a logging helicopter for R&R Conner Aviation of Darby, Montana, and became its chief pilot in 2013. Last July, Josh proudly took flight in his own helicopter as the founder and president of Iron Eagle Helicopter. He had realized his dream and was doing what he loved when he died.

Josh leaves behind the love of his life, Rachelle, and six strong, capable and kind children: Kyleigh, 23, Eylissa, 21, Myles, 19, Ayden, 16, Ellyana, 14, and Brayden, 13. Josh was a devoted father, brother and son. He taught his kids about the value of family, a strong work ethic, respecting others and how to play. Whether it was hunting, fishing, or swimming with dolphins on a family trip to Mexico, Josh knew how to take a step back and truly enjoy the moment together. His last few years, spent with Rachelle, his children and his family, were the happiest of his life.

Josh is preceded in death by grandparents Harry and Betty Tripp; Harold and Claire Johnston, and his Aunt Diane Hamm. He is survived by his wife and children; parents Darrell and Lorie Tripp, sister Alesia Randall and brother-in-law Todd, brother Chad Tripp and sister-in-law Brionn, niece Bailee, nephews Evan, Ryan, Chase and Shea, and the many aunts, uncles, cousins and friends who will miss him, every day.

A visitation will be held at Whitesitt Funeral Home on Friday, March 22, 7 p.m. until 9 p.m., and a funeral service will be held at the LDS Church in Stevensville on Saturday, March 23, 1 p.m., burial will follow immediately after at the Carlton Cemetery in Florence. In lieu of flowers, please send donations to Log Jam, Inc. (the Montana Loggers Association) at P.O. Box 3193, Kalispell, MT 59903.

Condolences and memories may be shared with the family at whitesittfuneralhome.com.

OLYMPIC NATIONAL FOREST — The body of a pilot who died during a logging operation when his helicopter crashed in the West End on Friday morning was carried down a rugged hill from the wreckage Saturday afternoon.

Joshua M. Tripp, 44, of Missoula, Mont., was killed when his UH-1 Huey crashed in the West Twin River area about 7 miles west of Lake Crescent on Friday, said Brian King, Clallam County Sheriff’s Office chief criminal deputy.

Tripp, the president of Iron Eagle Helicopter Inc., was based at a logging camp in Olympic National Forest, authorities said.

No one else was aboard the helicopter.

A team of about 15, which included investigators with the National Traffic Safety Board (NTSB), secured the helicopter so that Tripp’s body could be extricated from it, said King, speaking on a cell phone from the crash site on Saturday afternoon.

At 2:30 p.m., Tripp’s remains were carried down a steep, snow-covered hillside to the command center set up about 6 miles up Forest Service Road, King said.

The tools needed to remove his body were back-packed up the hill to the crash site, which was about 500 yards form the command center, King said.

He added that the terrain was so rugged that it had been feared they would have to drop the tools in by air.

Working together were personnel with the Clallam County Search and Rescue team, Clallam County Fire District 1 and Forks Ambulance, as well as the NTSB investigators.

The sheriff’s office is turning the investigation into the cause of the crash over to the NTSB, which will work in unison with the Federal Aviation Administration, King said.

The plan is to begin bringing parts of the helicopter down today, King said.

“It will be an aerial operation,” he said. “We’re trying to take advantage of the weather,” which he described as cold but clear.

He said that, so far, there is nothing to explain why the copter went down. The weather was clear Friday morning, he added.

The Clallam County Sheriff’s Office and other agencies, including the U.S. Coast Guard, initially investigated.

The Sheriff’s Office said Peninsula Communications received a 9-1-1 call at 7:40 a.m. Friday regarding the crash of a UH-1 Huey helicopter conducting forestry operations in the area of West Twin Road in Olympic National Forest.

Tripp had been conducting grapple-logging operations in Olympic National Forest, hoisting logs he moved to a site before they were put on loaders, King said.

He left the landing pad at the logging site at about 7:30 a.m.

“It was a short time later that he reported going down, and they lost contact,” King said.

“We don’t know if he was actually picking up a log.”

A logger found the crash site at 8:52 a.m. Friday and confirmed that the pilot had died.

A Coast Guard aircraft assisted in the search, spokeswoman Amanda Norcross said.

Olympic National Forest spokeswoman Susan Garner said the helicopter was subcontracted to a logging operation doing work under the KOCC Sale in Olympic National Forest.

An Olympic National Forest Service law enforcement officer was sent to the site, she said.

“We’re all pretty shook up about this,” Garner said.

“It’s a terrible tragedy for everyone.”

Clallam County Sheriff’s deputies, Clallam County Search and Rescue, Clallam County Fire District No. 1 and the State Patrol were in the area Friday morning, said the Sheriff’s Office.

The Port Angeles Disaster Response Team (DART) was activated for the first time for a mission when it was asked to take aerial photos of the crash site on Friday.

Life Flight Network, which moved into facilities at the Port of Port Angeles’ Fairchild International Airport last month, volunteered its services on Friday as well.

Original article ➤ http://www.peninsuladailynews.com