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and six passengers aboard the helicopter, were injured.
That flight was being conducted under the provisions of
Title 14 Code of Federal Regulations Part 135. Day visual
meteorological conditions prevailed.
According to the EC-130 pilot, he was inbound from the
south, and planned to land on the airport location designated
as “Spot 2,” which was a dedicated helicopter arrival and
departure location. He followed the company-designated
arrival procedure, in which the helicopter flew a descending
pattern first north along the centerline of taxiway A, and then
west along the centerline of taxiway D to Spot 2. Spot 2 was a
50-foot painted square situated on the airport ramp.Taxiway
D was 40 feet wide, was oriented approximately east-west,
and comprised the southern perimeter of the same ramp.
The center of Spot 2 was located about 50 feet north of the
centerline of taxiway D. Since BVU was not equipped with
an operating air traffic control tower, the pilot communicated
his positions and intentions via radio transmissions on the
BVU common traffic advisory frequency (CTAF).
The helicopter pilot first saw the airplane when the helicopter
was making the left turn from north to west near the junction
of taxiways A and D. At that time, the airplane was moving
south, towards taxiway D, along a taxi line just east of Spot
1, on ramp about 600 feet east of Spot 2. The airplane crew
announced their intentions on CTAF to taxi to runway 15 via
taxiway D.The helicopter pilot reported that the last time he
saw the airplane prior to the accident was as the helicopter
overflew the intersection of taxiway D and the taxi line
just east of Spot 1. At that time, the airplane was turning
westbound onto taxiway D.The helicopter pilot realized the
potential for conflict, since the two were now both traveling
westbound along taxiway D.The helicopter pilot stated that
he “immediately” queried on CTAF whether the airplane
crew had him in sight. The pilot heard a“double click”on the
CTAF frequency, which he interpreted as acknowledgement
by the airplane crew that they had him in sight. Based on
this information, the pilot was convinced that the airplane
was behind him and that its flight crew had him in sight.
The helicopter pilot therefore continued his descent along
the centerline of taxiway D towards Spot 2. About 8 to 10
seconds later, as the helicopter came almost abeam of Spot
2, the pilot began a right pedal turn to traverse to and set
down on Spot 2. At the commencement of that pedal turn,
the pilot simultaneously spotted the wings and nose of the
airplane through his chin windows, and felt an” impact.”
He stopped the turn and descent, transitioned to Spot 2,
descended, and landed on the ramp.
The flight crew of the airplane was unaware that there had
been a collision, and they continued with their taxi-out
and departure from BVU. The airplane was recalled to BVU
by company personnel once they learned of the collision.
The airplane was equipped with a cockpit voice recorder
(CVR). Subsequent to the company’s attempt to obtain a
non-NTSB sanctioned readout of the CVR, the device was
obtained by the NTSB.
The accident occurred on his first day“flying the line”for the
operator. The captain of the airplane began his duty day at
0507 that morning, and the collision occurred during his
sixth flight of the day.
NTSB Identification: *ERA14LA361*
Date: July 26, 2014
Location: Wadesboro, NC
Aircraft: HILLER UH 12E
Injuries: 1 Uninjured.
On July 26, 2014, about 1545 eastern daylight time, a Hiller
UH-12E was substantially damaged when it impacted terrain
near Wadesboro, North Carolina. The Airline Transport pilot
was not injured. Day visual meteorological conditions
prevailed and no flight had been filed. The flight originated
at a temporary staging location about 1540 for the local
aerial application flight.
According to pilot, while applying the agriculture product
about 75 above ground level, a chip detector light illuminated.
He attempted to complete the application pass; however, he
audibly observed three compressor stalls and subsequently a
total loss of engine power occurred. During the forced landing
to a nearby road the helicopter rolled over into a drainage
ditch and came to rest on its right side, which resulted in
substantial damage to the fuselage, tailboom, main rotor
blades, and tail rotor blades.
NTSB Identification: *CEN14LA390*
Date: July 26, 2014
Location: Lincoln, NE
Aircraft: BELL 206B,
Injuries: 1 Uninjured.
On July 26, 2014, at 1335 central daylight time a Bell 206B,
sustained substantial damage during a forced landing to
a soybean field after a total loss of engine power near
Lincoln, Nebraska. The commercial pilot was not injured.
The helicopter was registered to and operated by a private
company. Visual meteorological conditions prevailed and no
flight plan was filed for the local, aerial application flight
that was conducted under 14 Code of Federal Regulations
The pilot stated that before the accident occurred, he had
placed 25 gallons of fuel on board the helicopter. He then
departed and began to spray a cornfield. About 12-15
minutes into the flight, when the helicopter was about
16 feet above the ground, at an airspeed of 80 miles per
hour (mph), the turbine-engine lost total power. The pilot
immediately entered an autorotation to a soybean field that
was directly in front of him. He said the helicopter landed
and slid about 10-15 feet and struck a berm. The tail boom
hit the ground and separated from the airframe.
NTSB Identification: *WPR14LA315*
Date: July 27, 2014
Location: Susanville, CA
Aircraft: ERCOUPE 415 C
Injuries: 2 Uninjured.
On July 27, 2014, about 1300 Pacific daylight time, an
Ercoupe, 415-C sustained substantial damage during a forced
landing near Susanville, California, following a reported
partial loss of engine power during cruise flight. The airplane
departed Rogers Field Airport (O05) Chester, California,
and was registered to, and operated by, the pilot under the
provisions of Title 14 Code of Federal Regulations Part 91.
The commercial pilot and passenger were not injured. Visual
meteorological conditions prevailed, and no flight plan was
filed for the personal flight. The local flight departed O05 at
an undetermined time.
A family member of the pilot reported the airplane overdue
to local law enforcement the afternoon of July 27, 2014, after
becoming concerned when the pilot had not arrived at his
planned destination. The FAA issued an Alert Notification
(ALNOT) for the missing airplane. The wreckage was located
by law enforcement personnel about 1922 on July 27, 2014,
in rugged terrain near Susanville.
An FAA inspector examined the airplane at the accident
site. The airplane’s fuselage and wings were substantially
damaged. All major structural components of the airplane
were present in the wreckage. The wreckage is being
recovered to a secure location for further examination.
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