Incident Rpt# ENG11NA052 09/17/2011 1420 AST Regis# N399AT Dominica, DO Acft Mk/Mdl AEROSPATIALE ATR 72-212 Acft SN 399 Acft Dmg: NONE Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl P & W 127 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 121 Opr Name: EXECUTIVE AIRLINES AMERICAN EAGLE On September 17, 2011, at 2:20 pm AST, an Executive Airlines ATR-72, operated as American Eagle, registered as N399AT, experienced limited aileron control in the left direction. While holding in the landing pattern due to weather delays, the crew noticed an "A/P AILERON MISTRIM" indication. The crew disconnected the autopilot and reported that the aileron control did not respond normally; they had full right aileron travel but limited left aileron travel. After landing, it was discovered that control cable P/N S2211001100000 was broken. This cable was connected to the autopilot actuator P/N 7002260-822, S/N 93074323. The flight was an IFR flight conducted under 14 CFR Part 121 from San Juan, Puerto Rico (TJSJ), to Dominica (TDPD). There were no reported injuries or damage to the aircraft. Page 1 Copyright 1999, 2011,
Accident Rpt# ANC11TA110 09/23/2011 1116 ADT Regis# N204PA Seward, AK Acft Mk/Mdl BELL 206 B3 Acft SN 1742 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR PUBU Opr Name: PATHFINDER LEASING INC PATHFINDER AVIATION On September 23, 2011, about 1116 Alaska daylight time, a Bell 206 B3 helicopter, N204PA, sustained substantial damage when it collided with terrain while maneuvering at a low altitude, and encountered flat light conditions on the Harding Ice field, about 10 miles west of Seward, Alaska. The helicopter was being operated by Pathfinder Aviation, Homer, Alaska, as a visual flight rules (VFR) public use passenger flight, in conjunction with the National Park Service (NPS), under the provisions of 14 Code of Federal Regulations Part 135, when the accident occurred. The commercial pilot and the two passengers were not injured. Instrument meteorological conditions prevailed at the time of the accident, and company flight following procedures were in effect. The purpose of the flight was for NPS employees to sample and monitor the glacier's snow and ice field. In a written statement provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) dated September 24, a passenger in the helicopter at the time of the accident, reported that while traveling from one landing site on the Harding Ice field to another, visibility deteriorated rapidly, making it difficult to see the ground surface. The helicopter unexpectedly touched the surface of the ice field, and came to rest with the tail rotor in the snow. The helicopter was shut down, and another helicopter came to the site to remove the passengers. According to a representative of the operator, an aviation mechanic came to the site, and examined the helicopter. Finding no damage, the helicopter was started, and brought to a hover. During the hover, a tail rotor driveshaft coupling separated, and the helicopter was set down on the ice field without further damage. Due to approaching weather, the helicopter was picked up by a larger helicopter, and returned to Homer. Page 2 Copyright 1999, 2011,
Accident Rpt# ERA12MA005 10/04/2011 1525 EDT Regis# N63Q New York, NY Apt: East 34th Street Heliport 6N5 Acft Mk/Mdl BELL 206B Acft SN 2063 Eng Mk/Mdl ALLISON 250C20 Acft TT 11580 Fatal 1 Ser Inj 2 Flt Conducted Under: FAR 091 Opr Name: DUDLEY PAUL P AW Cert: STN On October 4, 2011, at 1525 eastern daylight time, a Bell 206B, N63Q, registered to a private owner, crashed into the East River during takeoff from East 34th Street Heliport (6N5), New York, New York. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The helicopter sustained substantial damage to the airframe. The certificated commercial pilot and one passenger were not injured. Two passengers sustained serious injuries and one passenger was killed. The flight originated from 6N5 at 1524. The pilot stated to NTSB investigators that he was taking friends on a local sightseeing flight. He stated that he landed at the heliport, picked up the 4 passengers, and initiated a takeoff to the northeast. The helicopter climbed to a pilot-estimated altitude between 30 to 50 feet over the East River. Shortly thereafter, the pilot experienced a problem which included a small left yaw. He then initiated a right turn to attempt to return and land at the heliport but the helicopter became uncontrolled and impacted the water. After water entry, the helicopter rolled inverted. During the impact, three-fourths of one main rotor blade separated and was not recovered from the river. The remainder of the helicopter was recovered and transported to a hangar for examination. The engine was retained for a subsequent examination. The pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and rotorcraft helicopter. He reported a total flight experience of 2,287 hours, of which 1,500 hours were in helicopters, including 420 hours in the same make and model as the accident helicopter. The helicopter was manufactured in 1976 and equipped with a Rolls-Royce (Allison) model 250, 400-horsepower, turboshaft engine. The most recent annual inspection was performed on October 2, 2011. At that time, the helicopter had accumulated approximately 11,580 total flight hours. Page 3 Copyright 1999, 2011,
Accident Rpt# ANC11LA108 09/26/2011 1300 ADT Regis# N230CH Juneau, AK Acft Mk/Mdl EUROCOPTER AS 350 BA Acft SN 2734 Eng Mk/Mdl HONEYWELL LTS101-600A3A Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 135 Opr Name: COASTAL HELICOPTERS INC On September 26, 2011, about 1300 Alaska daylight time, a Eurocopter AS350BA helicopter, N230CH, sustained substantial damage after landing at a remote mountain site, about 22 miles northwest of Juneau, Alaska. The helicopter was being operated by Coastal Helicopters Inc., Juneau, as a visual flight rules (VFR) passenger flight under the provisions of 14 Code of Federal Regulations Part 135, when the accident occurred. The commercial pilot and sole passenger were not injured. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The flight departed Juneau about 1230. During a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on September 28, the passenger said they landed at the remote site to pickup two passengers. They had landed at the site numerous times. she said prior to leaving Juneau, they received a weather briefing, and were told the wind could be gusting in the 20 knot range. After landing, the helicopter was at flight idle, waiting for the 2 minute cool down. She and the pilot discussed not shutting down due to the gusty wind condition. While waiting, she saw snow blowing off the peaks above, and saw the trees on the pilot's side of the helicopter begin to move. The helicopter then rocked fore and aft, and a gust of wind rolled the helicopter onto its left side. Page 4 Copyright 1999, 2011,
Accident Rpt# CEN12TA004 10/04/2011 1250 CDT Regis# N3925A Mcallen, TX Acft Mk/Mdl EUROCOPTER EC120B Acft SN 1594 Eng Mk/Mdl TURBOMECA ARRIUS 2F Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: DEPARTMENT OF HOMELAND SECURITY On October 4, 2011, approximately 1250 central daylight time, N3925A, a Eurocopter EC120B, sustained substantial damage while making a run-on landing to a grass field 10 miles east of McAllen Miller International Airport (MFE), McAllen, Texas. The pilot and the passenger sustained minor injuries. The helicopter was registered to and operated by the Department of Homeland Security, Washington, DC. Visual meteorological conditions prevailed and no flight plan was filed for the Public Use flight conducted under 14 Code of Federal Regulations Part 91. The pilot and the border patrol agent had been dispatched to provide aerial support for an on-going border patrol mission. When the pilot realized there would be a delay in time for when they needed to engage in the mission he decided to land in a grass field and sit idle (to conserve fuel) until their assistance was needed. He said he made a run-on landing to avoid creating a brown-out condition. However, as the helicopter touched down and moved forward (approximately 34 feet) it nosed over and the main rotor blades struck the ground. The helicopter subsequently nosed over and traveled another 34 feet before it came to rest on its right side. Postaccident examination of the helicopter revealed the and fenestron were substantially damaged. The skids, along with the main and tail rotor blades were also damaged. The pilot reported there were no mechanical problems prior to the accident. Weather at McAllen Airport, at 1253, was reported as wind variable at 6 knots, visibility 10 miles, scattered clouds 5,500 feet, temperature 30 degrees Celsius, dewpoint 13 degrees Celsius, and a barometric pressure setting of 30.13 inches Hg. Page 5 Copyright 1999, 2011,
Accident Rpt# CEN12FA001 10/01/2011 1255 MDT Regis# N266CY Philip, SD Acft Mk/Mdl ROBINSON HELICOPTER CO R66 Acft SN 0010 Eng Mk/Mdl ROLLS-ROYC 250-C300 Acft TT 120 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: P P & J LLC Aircraft Fire: GRD AW Cert: STN On October 1, 2011, about 1255 mountain daylight time, a Robinson Helicopter, R66, N266CY, was substantially damaged during an in-flight breakup while in cruise flight near Philip, South Dakota. The private pilot, the sole occupant, was fatally injured. The helicopter was registered to and operated by P P & J LLC., of Gillette, Wyoming. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from the Gillette-Campbell County Airport (GCC), around 1105 en route to Winner Regional Airport (ICR), Winner, South Dakota. A friend of the pilot was at GCC when the pilot was preparing for the flight. The friend reported that the pilot appeared to be in good health and was excited about the flight. He further reported that the pilot had "topped off" the helicopter with fuel before departure. Approximately an hour and a half later the pilot called the friend during the flight. The pilot reported that he was between Wall, South Dakota, and Philip, South Dakota, and inquired if the Philip Airport (PHP), had jet fuel available. The friend called the pilot back a few minutes later to say PHP did not have jet fuel. The friend stated that the pilot did not report any anomalies with the helicopter during either conversation. An eyewitness located approximately 2 miles northwest of the accident site, observed the helicopter flying from west to east, along a river, at approximately 1,000 feet above ground level (AGL). The eyewitness reported that he heard nothing abnormal as the helicopter flew past him. He then observed the helicopter make a turn to the left before it flew out of view behind trees. About 20-30 seconds later, he heard a noise that he described as sounding like an "exploding propane tank." The helicopter wreckage and debris came to rest on rolling ranch land and was spread out over an area approximately 1,520 feet long by 600 feet wide. The main rotor head, with attached blades, came to rest 513 feet from the main wreckage. The main wreckage consisting of the fuselage, engine, and tail rotor assembly, had sustained substantial thermal damage from a post crash fire. At 1255, the automated weather observing system at PHP, located 3 nautical miles northeast from the site of the accident, reported wind from 150 degrees at 6 knots, 10 statute miles visibility, clear of clouds, temperature 84 degrees Fahrenheit, dew point 39 degrees Fahrenheit, and a barometric pressure setting of 30.00 inches of Mercury. Page 6 Copyright 1999, 2011,