Story ID: 004AccidentsNov
Accident: November 2015
By: Rob Finfrock
Caption: Preliminary, final and factual reports
Word Count: 2108
Preliminary Reports
Mosquito Control Helicopter Strikes Trees	MD 369E, New Smyrna Beach, Fla., Sept. 3, 2015–Visual meteorological conditions prevailed at the time of the Part 137 aerial application flight for pest control, conducted by the helicopter’s owner-operator, East Volusia Mosquito District. After finishing spraying a field at approximately 3:20 p.m. EDT, the pilot entered a 270-degree turn to line up with a second field perpendicular to the first and glanced over his shoulder to identify a visual reference to the field.

Upon looking ahead through the windshield again, the pilot realized the helicopter was approaching a tree line bordering the field. Despite the addition of power to climb, the helicopter collided with the trees and came to rest on its left side. The tailboom, tail rotor and one main rotor blade separated from the helicopter on impact.

NTSB Looks at Overhauled Prop Following DHC-6 Landing Mishap	de Havilland Canada DHC-6, Louisburg, N.C., Sept. 6, 2015–The Twin Otter’s pilot told investigators that he noticed the right engine sounded like “the [propeller] was heading toward beta” when reducing power to descend for landing at North Raleigh Airport (00NC). The sound disappeared when adding power, but recurred when he reduced power on short final, and the aircraft yawed to the right. The pilot compensated for the yaw, but the aircraft “pushed hard to the right” when engine power was reduced to idle over the runway threshold and continued after the pilot applied full power to attempt to go-around. The aircraft yawed approximately 30 degrees off the runway centerline, touched down on grass alongside the runway and hit trees, substantially damaging the wings and fuselage.

The pilot and two passengers on board received serious injuries. Subsequent investigation revealed the propeller installed on the right engine had recently been overhauled, with 8.7 hours flown since a September 4 test flight. The aircraft is owned by FHC Group of Colorado Springs, Colo., and the accident flight was operated by Rampart Aviation of Franklinton, N.C., under Part 91.

Turbine Otter Floatplane Strikes Terrain on Takeoff	de Havilland Canada DHC-3T, near Iliamna, Alaska, Sept. 15, 2015–The turbine-powered Otter floatplane collided with tree-covered tundra terrain approximately one mile north of Iliamna Airport in Alaska after takeoff at about 6 a.m. ADT. The accident flight was conducted under Part 91 to transport guests of Rainbow King Lodge on a fishing trip, with a lodge employee reporting that cargo had been loaded before their arrival.

Dark nighttime conditions prevailed as the aircraft taxied out for departure, but the lodge employee told investigators that he was able to watch the airplane’s takeoff to the west. He added that the aircraft descended shortly after lifting off and that the floats contacted the water. The aircraft then became airborne again before the employee lost sight of it as it descended behind rising terrain.

Of the 10 people on board, three passengers died at the scene, and the ATP-rated pilot and six passengers were injured. A rescue operation conducted by lodge personnel, local residents and Alaska State Troopers was delayed by the darkness.

The aircraft was owned and operated by the lodge to transport guests to a remote fishing location approximately 75 miles northwest of Kodiak. Reported weather conditions at Iliamna shortly before the accident flight included wind 270 degrees at seven knots; scattered clouds at 700 feet with an overcast layer at 4,400 feet; a narrow temperature/dew point spread of 48 degrees F and 47 degrees F, respectively; and altimeter 29.61 in Hg.

The NTSB retained the aircraft’s Honeywell TPE331 turbine engine for detailed examination.

Partial Loss of Power Downs Ag Helicopter	Bell 206B, near Woodville, Texas, Sept. 24, 2015–The Bell JetRanger, operated by Chem-Air, received substantial damage following a reported partial loss of engine power while conducting a Part 137 aerial application flight in daytime VFR conditions over a forested area. The sole-occupant pilot told local media he had been airborne for approximately one to two minutes when the helicopter’s engine lost power while in a turn, forcing a hard landing in a nearby field. The helicopter came to rest on its right side, and the pilot received serious injuries.
FINAL REPORTS
Accident Pilot Flew Prohibited Coupled Approach	Cessna 208B, near Muskegon, Mich., March 10, 2015–The Cessna Caravan pilot, operating under Part 135 for air cargo provider Martinaire, flew a coupled approach to minimums in instrument meteorological conditions (IMC) to Runway 24 at Muskegon County Airport (MKG). As the aircraft exited IMC at decision height, the approach light system (ALS) became visible and the pilot disconnected the autopilot. The pilot then realized he was right of the runway surface, and the aircraft subsequently collided with portions of the ALS while the pilot maneuvered to realign with the runway. The pilot was not injured, but the aircraft’s horizontal stabilizer received substantial damage.

At the time of the accident, a permanent Notice to Airmen (Notam) was in effect prohibiting a coupled approach to Runway 24 at MKG. The pilot told investigators he was unaware of the Notam, effective since February 2014, and the pilot’s approach chart did not note the restriction.

Weather conditions were reported as wind from 250 degrees at five knots; one-half statute mile visibility under a 200-foot overcast layer; temperature and dew point at 32 degrees F.; and altimeter 30.04 in Hg.

Canada’s TSB: Lack of PowerLine Markers Led to Collision	Airbus Helicopters AS350, near Sept-Îles, Quebec, May 13, 2014–The helicopter collided with powerlines because they lacked the standardized, triangular markings used by Hydro-Québec to warn pilots of their presence, according to Canada’s Transportation Safety Board (TSB).

The helicopter’s pilot and a Hydro-Québec employee on board were both seriously injured when their helicopter’s main rotor contacted a transmission line in daytime visual conditions during an inspection flight of a power distribution line in a valley north of Sept-Îles, Quebec. The pilot first noticed the larger, unmarked power line perpendicular to the direction of flight while in a right turn; the helicopter’s skids hit trees during the emergency landing attempt to a nearby clearing, causing the helicopter to roll left and fall 50 feet through the trees, coming to rest on its left side. Both occupants were able to exit the helicopter.

Investigators determined the distribution line lacked the standardized markers to warn pilots of the upcoming intersection with a transmission line, as well as deficiencies in the process of collecting and distributing air navigation information. Nav Canada is working with Hydro-Québec to improve the accuracy of reported powerline locations, and helicopter operator Héli-Boréal implemented measures to improve its internal training for powerline inspection flights.

Loss of Situational Awareness Led to Twin Otter Fatal	de Havilland Canada DHC-6-300, near Port Moresby, Central Province, Papua New Guinea, Sept. 20, 2014–The flight crew of Twin Otter lost situational awareness while attempting an ILS approach to land in IMC at Jacksons International Airport (AYPY) in Port Moresby, according to the Papua New Guinea Accident Investigation Commission (AIC). The aircraft struck terrain near the 1,700-foot agl summit of Mt. Lawes, 12 km NNE of the destination airport, and was substantially damaged. Both pilots and one passenger were killed, and another passenger later died from injuries sustained in the accident. Five passengers survived.

The accident flight, operated as a charter by HeviLift, departed Woitape, Central Province, on an IFR flight plan in daytime VFR conditions to Port Moresby. Reported weather at the destination was low visibility in rain, with most of Mt. Lawes enveloped in clouds.

ATC cleared the crew to begin descending 36 nm from the airport, maintaining visual separation from terrain and setting up for a left base entry for Runway 14R at AYPY. When the aircraft came with 9.5 nm of Port Moresby, the pilot-in-command (PIC) told ATC they encountered “a bit of cloud” and requested the ILS approach “if that’s OK.” The ILS was not available from the aircraft’s position without vectors back to the approach course from ATC. The crew also reported having the current Port Moresby ATIS, which noted that all aircraft approaching the airport were required to fly an ILS approach.

Using data captured by a cockpit voice recorder (CVR) and an onboard video camera/data logger, investigators determined the crew’s assessment of their position to the airport was incorrect, despite the PIC assuring the copilot, “We know where we are, keep it coming down.” The AIC also determined that the PIC did not meet currency requirements to fly an ILS approach, and theorized it was “likely” that is why the PIC did not initially request the ILS.

Inflated Wing Boots Degraded King Air Takeoff Performance	Raytheon King Air 200, near Darwin, Northern Territory, Australia, May 17, 2015–Australian investigators have attributed a stall warning incident earlier this year to the significant performance penalty imposed by inflated de-icing boots on the wings.

During takeoff from Darwin International Airport (YPDN) on an aeromedical retrieval flight to Jabiru, the pilot of a King Air 200 heard the stall warning sound and noticed that performance was degraded. The pilot continued the takeoff, and after retracting the landing gear established a positive, though shallow, climb rate. The stall horn continued to sound through 200 feet agl.

The pilot then determined the pneumatic de-icing boots along the leading edge of the wing were deployed, resulting in the need for substantially higher power settings to maintain speed. The pilot also noted much lighter-than-normal aileron forces, believed to be attributable to the disturbance in airflow caused by the inflated boots at low speeds.

After attempting unsuccessfully to cycle the boots to return them to their stowed position, the pilot elected to return to Darwin and made a successful landing. The boots remained inflated until engine shutdown.

Engineers later determined that the de-icing boots had inflated during the pretakeoff engine run-up. The pilot reported checking operation of the de-icing system before the flight with no apparent issues, but could not recall verifying that the boots had deflated after the check. The pilot told investigators it was likely they had remained inflated following the preflight check.

The boots returned to normal operation after cycling the surface de-ice control. The Civil Aviation Safety Authority (CASA) cautioned pilots of King Air 200s, and other aircraft with pneumatic de-icing boots, that inflated boots might not be immediately noticeable under some conditions, adding that the incident also reminds pilots how wing damage or distortion can significantly degrade performance and handling.

PowerLine Collision Followed Request To Film Helo’s Departure	Eurocopter EC130B4, Somerset, Colo., July 3, 2015–A tour guide advised the pilot of the Part 135 charter flight operated by Aspen Heli Charter that they would be filming the helicopter’s departure from a local ranch for the operator’s web site. Following departure, the pilot made a low pass near the ranch for the video and was flying toward the mountains when he heard a “small ting” and realized the helicopter had struck a wire. The pilot then made an off-airport landing in a nearby clearing, with no injuries to the pilot or the four passengers on board.

Investigators later determined the helicopter had collided with a copper static wire. The pilot told NTSB investigators he had seen wires in the area on prior flights and had spoken with local fishing guides about wire locations. Two of the EC130’s three main rotor blades were found to be “beyond repair,” along with at least two stator blades of the helicopter’s Fenestron tail rotor. The entire stator blade assembly required repair.

Taxiing on Closed, Non-barricaded Taxiway Led to Wing Damage	Cessna 560XL, Spanish Fork, Utah, Aug. 5, 2015–The captain of Cessna Citation Excel operated by Snow Peak Ventures opted to taxi on a known closed taxiway at Spanish Fork Airport-Springville-Woodhouse Field (U77) rather than back-taxi on the runway, to facilitate the departure of another aircraft. While taxiing, the first officer told the captain “watch that left side,” and the captain looked to his left in time to see the jet’s left wing strike a parked construction vehicle.

The captain told investigators he had reviewed notices to airmen (Notams) advising of taxiway closures at the departure airport, adding that no barricades were present on the closed taxiways. An employee at the field’s FBO later admitted he had moved the barricades earlier that day to allow another aircraft to depart. No injuries to the two-person flight crew or the single passenger on board were reported.