National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# WPR16FA148A 07/23/ PDT Regis# N502WC Zamora, CA Apt: Riego Flight Strip Airport 38CL Acft Mk/Mdl AIR TRACTOR INC AT 502B-B Acft SN 502B-2830 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY CANADA 502B-2830Acft TT 968 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: FARM AIR FLYING SERVICES AW Cert: SPR Page 1 Copyright 1999, 2016,

2 Accident Rpt# WPR16FA148B 07/23/ PDT Regis# N5044N Zamora, CA Apt: Riego Flight Strip Airport 38CL Acft Mk/Mdl AIR TRACTOR INC AT 502B-B Acft SN 502B-0452 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY CANADA 502B-0452 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: GROWERS AIR SERVICE INC AW Cert: SPR 1. Enroute-cruise - Midair collision HISTORY OF FLIGHT On July 23, 2016, about 0745 Pacific daylight time (PDT), two Air Tractor AT-502Bs, N502WC, and N5044N, collided in-flight near Zamora, California. The commercial pilot of N502WC was fatally injured; the airplane sustained substantial damage. The commercial pilot of N5044N received minor injuries; the airplane sustained substantial damage. N502WC was operated by Farm Air Flying Services, and N5044N was operated by Growers Air Service. Both flights were operated under the provisions of Title 14 Code of Federal Regulations Part 137 as aerial application flights. Visual meteorological conditions prevailed, and company flight plans had been filed for both flights. The pilot of N502WC had finished spraying mosquito repellant and was traveling eastbound en route to Farm Air Flying Services. The pilot of N5044N had finished spraying a rice field and was traveling southbound en route to Growers Air Service. During a postaccident interview, the pilot of N5044N reported that he could not recall his altitude but stated that it would normally have been at least 500 ft above ground level (agl). He added that he observed N502WC on his right side traveling toward him when he maneuvered his airplane and ascended; however, N502WC contacted the undercarriage of his airplane and subsequently collided with terrain. The pilot of N5044N was unable to maintain altitude and subsequently performed a forced landing to an open field. According to the pilot of N5044N, the pilot of N502WC would have been traveling toward the sun and likely did not see him before the collision. PERSONNEL INFORMATION N502WC The pilot, age 25, held a commercial pilot certificate with a rating for airplane single engine land. He also held a mechanic certificate with airframe and powerplant ratings. His most recent second-class Federal Aviation Administration (FAA) medical certificate was issued on March 30, 2016, with no limitations. On the application for that certificate, the pilot reported 2,250 total hours of flight experience, with 450 hours in the previous 6 months. According to the pilot's logbook, the most recent flight review was performed on February 16, He received a logbook endorsement under Title 14 CFR Part Flight Review. N5044N The pilot, age 64, held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA second-class medical certificate was issued on October 1, 2015, with the limitation for wear corrective lenses. The pilot had been flying for Growers Air Services for the past 27 years. His flight experience was not determined. AIRCRAFT INFORMATION Both airplanes were painted yellow with blue trim. N502WC Page 2 Copyright 1999, 2016,

3 The airplane, serial number 502B-2830, was manufactured in 2012; and equipped with a 750-shaft horsepower Pratt & Whitney Canada PT6A-34AG engine, serial number PCE-PH0774. The most recent annual inspection was completed on May 1, 2016, at an airframe total time of hours. N5044N The airplane, serial number 502B-0452, was manufactured in 1997, and equipped with a 750-shaft horsepower Pratt & Whitney Canada PT6A-34AG engine, serial number PCE-PH0416. The airplane Hobbs hour meter indicated a time of hours' time-in-service. The airplane logbooks were not made available for review. METOROLOGICAL INFORMATION According to the sun position chart sunrise was at The sun's azimuth at 0745 was 64ø, at an elevation of 18ø above the horizon. WRECKAGE AND IMPACT INFORMATION The National Transportation Safety Board Investigator-in-charge (NTSB IIC), an FAA inspector, and a representative from Air Tractor, Inc., responded to both accident sites. The accident sites were separated by about 2/3 mile. N502WC came to rest partially intact in an organic rice field on a magnetic heading of 280ø. The vertical stabilizer and rudder separated from the empennage and were not located. The propeller hub, with propeller blades attached, had separated and was located near the main wreckage. The top portion of the nose and cockpit canopy had separated from the airplane. The main landing gear remained attached to the airplane's undercarriage. The airplane was equipped with an AmSafe inflatable restraint (airbag) system. The airbags were found deployed in the fuselage wreckage. N5044N landed in a plowed open field in an upright position. The airplane remained intact except for the landing gear and spray equipment, which had separated from the airplane. Both wings remained attached to the fuselage. The left wing sustained damage the length of the wing, and the aileron was damaged. The wing tip had blue paint transfer on the underneath portion of the wing. The airplane came to rest on a 100ø magnetic heading. Flight control continuity was established from the cockpit to all flight controls surfaces. The airplane was equipped with an AmSafe inflatable restraint (airbag) system that had not deployed during the collision or subsequent forced landing. Neither airplane exhibited any mechanical malfunctions or anomalies that would have precluded normal operation. MEDICAL AND PATHOLOGICAL INFORMATION The County of Sacramento, Department of Coroner, Sacramento, California, performed a postmortem examination of the pilot of N502WC. The cause of death was reported as multiple injuries. The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed forensic toxicology testing on specimens of the pilot of N502WC. Carbon monoxide and cyanide testing were not performed; volatiles testing reported no ethanol detected in urine. Tested-for-drugs yielded positive results. According to the NTSB medical officer, the pilot had reported no chronic medical conditions and no medication use to the FAA. The FAA issued the pilot a second-class medical certificate without limitations. The County of Sacramento, Department of the Corner, recovered three loose white oblong tablets, two of which were broken in half; the tablets were located in the pilot's pants pocket. The tablets had the imprint "M367" on them, which is consistent with acetaminophen and hydrocodone 325 mg/10mg. Postaccident toxicology testing identified hydrocodone at 46 ng/ml (0.046 ug/ml) and its metabolite dihydrocodeine at 10 ng/ml (0.010 ug/ml) in femoral blood. In addition, there were two sedating antihistamines, chlorpheniramine and diphenhydramine, found in subclavian and heart blood respectively. The levels presented for each were below the calibration curve of the instruments and below the lower end of the therapeutic ranges. Chlorpheniramine was also confirmed in the liver and diphenhydramine was confirmed in urine. Sertraline and its metabolite Demethylsertraline were found in liver and lung tissue. Page 3 Copyright 1999, 2016,

4 Tramadol and its metabolite O-desmethyltramadol were found in urine but not in blood. Hydrocodone was detected in heart blood but could not be quantified due to technical difficulties. Its active metabolite, dihydrocodeine, was quantified at ug/ml in heart blood. Both the hydrocodone and the dihydrocodeine, and another metabolite, hydromorphone, were identified in urine. An opioid unrelated to the others, morphine, was also found in urine, but not in blood. Chlorpheniramine and diphenhydramine, two sedating antihistamines are available as over-the-counter allergy product and sleep aid respectively. Chlorpheniramine has the following warning, "when using this product, drowsiness may occur, avoid alcoholic beverages; alcohol, sedatives, and tranquilizers may increase drowsiness; use caution when driving a motor vehicle or operating machinery." According to the NTSB medical officer, Diphenhydramine is classified as a CNS depressant, and this is the rationale for its use as a sleep aid. Possible side-effects could potentially be altered mood and impaired cognitive and psychomotor performance. In a driving simulator study, a single dose of diphenhydramine impaired driving ability more than a blood alcohol concentration of 0.100%. Cyclobenzaprine is a prescription medication used to treat muscle spasm. It is considered potentially impairing and carries this warning, "Cyclobenzaprine HC1 may enhance the effects of alcohol, barbiturates, and other central nervous system depressants." Cyclobenzaprine does undergo a significant post mortem redistribution, it moves back into blood from storage sites after death, as a result, levels identified in heart blood during postmortem may be many times higher than ante mortem levels. Sertraline is a prescription antidepressant also marketed under the name Zoloft. While not considered directly impairing, depression is associated with significant cognitive degradation. The FAA requires pilots being treated for depression to undergo additional evaluation beyond the usual medical certification. The autopsy also revealed the use of several opioids; Tramadol, hydrocodone, and morphine. Tramadol is available through a prescription as a Schedule IV controlled substance. The coroner's laboratory identified hydrocodone and its active metabolite dihydrocodeine in femoral blood. Hydrocodone is a Schedule II controlled substance and is available by prescription. This drug is considered to have a high potential for abuse and users are warned, that "profound sedation, respiratory depression, coma, and death may result from concomitant use of hydrocodone bitartrate and acetaminophen tablets with benzodiazepines or other CNS depressants. The therapeutic range for hydrocodone is considered between and ug/ml. the specimen used by the coroner was from femoral blood, the level ug/ml best represents the pilot's ante mortem drug level. Dihydrocodeine is an active metabolite of hydrocodone. According to the NTSB medical officer, the morphine found in the pilot's urine but not in blood may represent previous use of morphine, codeine, or heroin. Drugs found only in urine, but not in other body tissue are generally considered to no longer have any direct psychoactive effects. N5044N The pilot of N5044N, received minor injuries and was transported to the hospital. He reported the use of simvastatin to lower cholesterol on his most recent FAA medical certificate application. No postaccident toxicology testing was performed on the surviving pilot. TESTS AND RESEARCH Two onboard devices used to control agricultural spray operations based on vendor-and user-prescribed maps were shipped to the NTSB Vehicle Recorder Division: A Hemisphere Satloc G-4 that was installed on N502WC, and a Satloc M3 CPU that was installed on N5044N. The Satloc G-4 sustained minor damage, and recorded data for the accident flight between 0624:48 and 0739:49 PDT The Satloc M3 CPU Data Recovery sustained minor damage, but data retrieved from the compact flash card contained only ground operations from 0531 and 0532 (time zone not verified) on the day of the accident. According to the manufacturer, the Satloc M3 was an older generation unit that only copied data from volatile memory to non-volatile memory when a new log was started. Data recovered from N502WC (the airplane with the Satloc G-4 installed was overlaid on a Google Earth image). Data ended as the airplane was traveling eastbound about 143 mph. The overlay showed that N502WC flew two racetrack-type patterns over fields. Following the second pattern, the accident airplane headed east at ft agl traveling mph at 0739:17. About 13 seconds later, the accident airplane was traveling mph at an altitude of ft. agl. The last recorded log was at 0739:459 at an altitude of ft agl, and airspeed of mph. Page 4 Copyright 1999, 2016,

5 ADDITIONAL INFORMATION Regarding collision avoidance, the FAA Airplane Flying Handbook states "All pilots must be alert to the potential for midair collision and near midair collisions. this concept requires that vigilance shall be maintained at all times, by each person operating an aircraft regardless of whether the operation is conducted under instrument flight rules (IFR) or visual flight rules (VFR). most midair collision accident and reported near midair collision incidents occur in good VFR weather conditions and during the hours of daylight. Most of these accident/incidents occur within 5 miles of an airport and/or near navigation aids." The NTSB released a Special Investigation Report on the Safety of Agricultural Aircraft Operations; NTSB/SIR-14/01 PB To view the entire investigative report go to: The NTSB has released two safety alerts that address midair collisions and preventions. To view the safety alerts in their entirety please go to: SA-045: See and Be Seen: Your Life Depends on it SA-058: Prevent Midair Collisions: Don't Depend on Vision Alone The National Agricultural Aviation Association (NAAA) s weekly a fly safe newsletter and publishes a Professional Operating Guidelines manual. Chapter 4 safety, section 4.3 Subsection C, titled Safe Piloting Techniques; recommends that the pilot ferry the airplane to and from application sites above 500 ft agl and remain clear of congested areas, and to see and avoid other aircraft and obstructions. Page 5 Copyright 1999, 2016,

6 Accident Rpt# GAA18CA265 05/04/ CDT Regis# N4170S Weona, AR Apt: N/a Acft Mk/Mdl AIR TRACTOR INC AT 802 Acft SN 802A-0278 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: Page 6 Copyright 1999, 2016,

7 Accident Rpt# GAA18CA034 10/26/ CDT Regis# N22TZ La Paloma, TX Apt: N/a Acft Mk/Mdl AIRBUS HELICOPTERS EC 130-T2 Acft SN 8016 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl SAFRAN HELICOPTER ENGINES ARRIEL Acft TT 585 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: RICHARDSON AVIATION AW Cert: SPR Summary According to the pilot in the public helicopter, he was conducting a wildlife antipredation flight and maneuvering at a low altitude with two net gunners located on the left and right in the aft cabin. The pilot reported that he entered a left bank to pursue a deer. The deer was located "between our 8 and 9 o'clock position, and the net gunner made the net shot at the deer." The pilot observed the net miss the deer and simultaneously heard an unusual "whooshing noise" coming from the helicopter. He made a precautionary landing, and during the shutdown, he noticed what he described as an unusual discoloration of the main rotor disc. Examination of the main rotor blades revealed that one of the blades had a large hole in it, about 5 ft from the blade tip. The net that was fired at the deer was recovered and was found to be missing one of the weights that are normally attached to the net's corners. The helicopter sustained substantial damage to a main rotor blade. The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation. Cause THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The separation of a weight from the gunner's net, which struck the helicopter's main rotor blade during flight. 1. Maneuvering-low-alt flying - Miscellaneous/other 2. Maneuvering-low-alt flying - Part(s) separation from AC According to the pilot in the public use helicopter, he was conducting a wildlife anti-depredation flight, and maneuvering at a low altitude with two net gunners located on the left and right in the aft cabin. The pilot reported that he entered a left bank in pursuit of a deer. The deer was located, "between our 8 and 9 o'clock position, and the net gunner made the net shot at the deer." The pilot observed the net miss the deer and simultaneously heard an unusual "whooshing noise" coming from the helicopter. He made a precautionary landing, and during the shutdown, he noticed what he described as an unusual discoloration of the main rotor disc. An examination of the main rotor blades showed that one of the blades had a large hole in it, about 5ft from the blade tip. The net that was fired at the deer was recovered and was found to be missing one of the weights that are normally attached to the corners of the net. The helicopter sustained substantial damage to a main rotor blade. The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation. Page 7 Copyright 1999, 2016,

8 Accident Rpt# GAA18CA187 03/29/ AKD Regis# N31TN King Salmon, AK Apt: King Salmon AKN Acft Mk/Mdl BEECH 99-UNDESIGNAT Acft SN U49 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl P&W PT6A-20 Acft TT Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 135 Opr Name: LAKE CLARK AIR INC AW Cert: STN 1. Landing - Hard landing The pilot reported that, after exiting instrument meteorological conditions (IMC) during a circling approach, he was "a little above" normal glidepath and as the airplane crossed the approach end of the runway, the airplane began to sink rapidly and drift to the left. He added power to initiate a go around, but the airplane continued to sink, and landed with the left main landing gear off the left side of the runway. As the airplane became airborne again, he attempted to retract the landing gear, "but the handle was locked in place". He noticed that the left and right main landing gear extension lights were illuminated, but the nose landing gear light was not. The pilot noticed a positive rate of climb and decided to fly to an alternate airport. The pilot reported that, while en route to the alternate airport, a passenger reported that they smelled smoke, so he turned off electrical equipment. He utilized a pilot-rated passenger to assist with circuit breaker troubleshooting before turning on the battery again for communications. He instructed the pilot-rated passenger to visually examine the landing gear, who reported that the left main landing gear was extended without damage and the right main landing gear was "bent back", with damage to the right flap with fuel leaking from the wing. After contacting the alternate airport's tower, the pilot reported that he declared an emergency and provided a safety brief to the passengers. He added that, at the alternate airport, he performed an instrument landing system (ILS) approach and over the approach end of the runway, he reduced power, feathered the propellers, and moved both fuel levers to fuel cutoff. During landing, the right main landing gear collapsed, the right wing settled onto the runway, and the airplane began to pull to the right. The pilot added left rudder to maintain the runway centerline and the airplane came to rest on the runway. The airplane sustained substantial damage to the right wing. The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. Page 8 Copyright 1999, 2016,

9 Accident Rpt# WPR16LA155 08/01/ Regis# N234AV Spanish Fork, UT Apt: N/a Acft Mk/Mdl BEECH C 99-NO SERIES Acft SN U-234 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-60 Acft TT Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 135 Opr Name: AMERIFLIGHT INC 1. Enroute-climb to cruise - Miscellaneous/other 2. Enroute-climb to cruise - Miscellaneous/other On August 1, 2016, about 1850 mountain daylight time, a twin-engine turboprop Beech C-99 airplane, N234AV, collided with an object while in-flight near Spanish Fork, Utah. The commercial pilot was not injured. The airplane sustained substantial damage to the vertical stabilizer and rudder. The airplane was registered to UAS Trans Services and operated as AMF1843 by Ameriflight, LLC as a Title 14 Code of Federal Regulations Part 135 scheduled cargo flight. Visual meteorological conditions were reported at the time of the accident, and company flight following procedures were in effect. The flight originated from Carbon County Regional Airport (PUC), Price, Utah about 1830 and was destined for Salt Lake City, Utah. The pilot reported that while about 8,000-8,500 ft indicated altitude, he heard a small impact noise and believed that the airplane was struck by a bird. There was no loss of directional control, change in control configuration, or impact shudder. He continued the flight and subsequently landed without further incident. After exiting the airplane, the pilot noticed about 12 inches of the top of the vertical stabilizer was missing, and there was substantial damage to the rudder. The separated top of the vertical stabilizer section was not recovered. A section of the remaining upper area of the vertical stabilizer, rudder and the rudder trim were removed from the airplane and sent to the National Transportation Safety Board Materials Laboratory, Washington DC for examination. The materials engineer reported that the pieces were fractured in a nearly horizontal plane at the upper ends of the submitted pieces. The skin on the vertical stabilizer and rudder were deformed adjacent to the fracture into curled rolls turning downward and aft. Some areas were crushed consistent with the vertical stabilizer moving forward relative to another object. Sliding contact marks were observed at the leading edges, vertical spars, and deformed faces of the skin panel adjacent to the fracture. No evidence of any biological or manufactured foreign material transfer was observed associated with any of the fracture surfaces as observed visually and under optical magnification. Closer examination using a scanning electron microscope (SEM) with energy dispersive x-ray spectroscopy (EDS) identified deposits of particles consistent with aluminum alloy 2024, and similar metallic element peaks. Other particles had spectra consistent with a low alloy steel, stainless steel, brass, and a nickel-base alloy with iron and chromium. Page 9 Copyright 1999, 2016,

10 Accident Rpt# GAA17CA564 09/28/ PDT Regis# N43JM Skagit, WA Apt: Skagit Rgnl BVS Acft Mk/Mdl BOEING PT 13-D Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl LYCOMING R Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: DAVID EDWIN EARL TRUST AW Cert: STN Summary According to the pilot in the high-performance, tailwheel-equipped biplane, he landed on a turf airstrip which he described as "long and wide." He added that "there was no wind." During the landing roll, he taxied the biplane along the right edge of the runway, and the lower right wing struck a precision approach path indicator (PAPI) control box. The pilot reported that the accident was caused by a lack of situational awareness during the landing roll. The PAPI lights were identified in the airport facility directory. The biplane sustained substantial damage to the lower right-wing spar. The pilot reported that there were no preaccident mechanical malfunctions or failures with the biplane that would have precluded normal operation. Cause THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain clearance from airport lighting during the landing roll. 1. Landing - Collision with terr/obj (non-cfit) According to the pilot in the high-performance, tailwheel-equipped bi-plane, he landed on a turf airstrip which he described as, "long and wide and there was no wind." During the landing roll, he piloted the airplane along the right edge of the runway, and the lower right wing struck a precision approach path indicator (PAPI) control box. The pilot reported that the accident was caused by a lack of situational awareness during the landing roll. The PAPI lights are identified in the airport facility directory. The airplane sustained substantial damage to the lower right-wing spar. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. Page 10 Copyright 1999, 2016,

11 Accident Rpt# WPR18LA128 04/29/ PDT Regis# N6674K Maxwell, CA Apt: Richter Airport 12CN Acft Mk/Mdl GRUMMAN ACFT ENG COR-SCHWEIZER Acft SN 16C Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl GARRETT TPE Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MARK H ROLLINSON AW Cert: SPR 1. Maneuvering-low-alt flying - Loss of engine power (total) On April 29, 2018, about 1530 Pacific daylight time, a Grumman ACFT ENG COR-SCHWEIZER G-164C/C, tail-equipped, turbine-powered agricultural airplane, N6674K, was substantially damaged following a forced landing due to a loss of engine power near Maxwell, California. The commercial pilot was not injured. The airplane was owned by Richter Aviation, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91, as a test flight. Visual meteorological conditions prevailed at the time of the flight, which was not on a flight plan. The airplane departed Richter Airport (12CN), Maxwell, California, about 5 minutes prior to the accident. In a telephone conversation with the National Transportation Safety Board investigator-in-charge, the pilot reported that the intent of the flight was to determine if the left side entry door would stay shut after maintenance had been performed on the door; it had opened in the air on previous flights that day. The pilot stated that about 5 minutes into the flight at an altitude of about 200 ft above ground level and in close proximity to the airport, the engine surged three times, which was followed by what he believed was a total engine failure. Unable to return and land at the departure airport due to his low altitude, the pilot made a forced landing to a plowed field about 200 yards west of the south end of the airport. The airplane was substantially damaged when it nosed over during the landing roll. It was subsequently recovered to a secured salvage facility for further examination. Page 11 Copyright 1999, 2016,

12 Accident Rpt# WPR18LA129 04/26/ PDT Regis# N79PH Bishop, CA Apt: Bishop BIH Acft Mk/Mdl GULFSTREAM AM CORP COMM DIV Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl AIRESEARCH TPE331 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: WAYNE A PLISS AW Cert: STN 1. Landing-landing roll - Landing gear collapse On April 26, 2018, about 1255 Pacific daylight time, a Gulfstream AM CORP COMM DIV 695A/A, N79PH, was substantially damaged following the collapse of the left main landing gear at Bishop Airport (BIH), Bishop, California. The airline transport pilot and the sole passenger were not injured. Visual meteorological conditions prevailed for the corporate flight, which was being operated in accordance with Tile 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight had departed Chino Airport (CNO), Chino, California, about 1200, with BIH as its destination. In a telephone conversation with the National Transportation Safety Board investigator-in-charge, the pilot reported that on final approach all indications that the landing gear were down and lock was confirmed. After touching down and during the landing roll, the left main landing gear collapsed. The airplane came to rest upright partially off the left side of the runway. A subsequent examination of the airplane revealed substantial damage to the undercarriage of the aircraft. The airplane was recovered and secured for further examination. Page 12 Copyright 1999, 2016,

13 Accident Rpt# GAA18CA127 02/12/ MST Regis# N338HW Heber City, UT Apt: N/a Acft Mk/Mdl HUGHES 369-D Acft SN D Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROLLS ROYCE 250-C20B Acft TT 6339 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: HELIWILD INVESTMENTS LLC HELICOPTER WILDLIFE SERVICES AW Cert: STN Summary The helicopter pilot reported that he was maneuvering at a low altitude in an attempt to net an elk. When the helicopter was approximately above the elk, his attention was immediately focused forward due to a small rise in terrain. He pitched the helicopter's nose up, and the helicopter started to shake and spin. Subsequently, the helicopter struck the ground, the right skid broke, and the helicopter came to rest on its right side. Postaccident examination revealed that the tail rotor had struck the elk when the pilot pitched the helicopter's nose up. The helicopter sustained substantial damage to the tailboom and rotor. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. Cause THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain clearance from an elk while maneuvering at a low altitude. 1. Maneuvering-low-alt flying - Miscellaneous/other 2. Maneuvering-low-alt flying - Collision with terr/obj (non-cfit) 3. Other - Roll over The helicopter pilot reported that, he was maneuvering at a low altitude in an attempt to net an elk. When the helicopter was approximately above the elk, his attention was immediately focused forward due to a small rise in terrain. He pitched the nose of the helicopter up, and the helicopter started to shake and spin. Subsequently, the helicopter struck the ground, the right skid broke, and the helicopter came to rest on its right side. A post-accident examination revealed that the helicopter's tail-rotor had struck the elk when the pilot pitched the helicopter's nose up. The helicopter sustained substantial damage to the tail-boom and rotor. The pilot reported that there were no preaccident mechanical failures or malfunctions with the helicopter that would have precluded normal operation. Page 13 Copyright 1999, 2016,