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NTSB Identification: *WPR14LA159*
Date: April 04, 2014
Location: Missoula, MT
Aircraft: BELL 206B III
Injuries: 2 Minor.
A Bell 206B-III helicopter was substantially damaged during
a liftoff attempt at Missoula International airport (MSO),
Missoula, Montana. Both pilots on board received minor
injuries. The instructional flight was conducted under the
provisions of Title 14 Code of Federal Regulations Part 91.
According to the pilot under instruction, she was undergoing
training and evaluation for possible employment by the
operator as a Bell 206 pilot. On the day of the accident, after
a flight with another MAI pilot, she landed and remained in
the right seat, while the other pilot exited and the MAI chief
pilot (CP) took the left seat. She then flew the helicopter to
another location on the airport. The approach and landing
were into the wind, approximately parallel to MSO runway
29. After a brief discussion in which it was agreed that the
CP would demonstrate the next maneuver that he wanted
to see, the CP attempted a liftoff.
According to the CP, the right skid felt like it was “stuck” to
the ground. Despite his efforts to correct the situation, the
CP was unable to successfully set the helicopter fully back
down. The helicopter rolled over onto its right side, and
sustained substantial damage to the fuselage, tail boom,
and main rotor. The CP shut the helicopter down, and both
occupants exited the aircraft. The CP did not report any pre-
rollover mechanical deficiencies or failures of the helicopter,
and a post-accident examination of the helicopter by Federal
Aviation Administration (FAA) inspectors did not detect any
such deficiencies or failures.
NTSB Identification: *WPR14LA160*
Date: April 04, 2014
Location: Astoria, OR
Aircraft: AGUSTAWESTLAND SPA AW109SP
Injuries: 1 Serious,3 Uninjured.
A ship pilot was seriously injured when he was being
transferred via external sling from an Agusta A-109SP
helicopter to a container ship which was inbound to the
Columbia River mouth near Astoria, Oregon. Neither the
helicopter nor the ship was damaged, and none of the
three helicopter crewmembers were injured. The flight was
conducted under the provisions of Title 14 Code of Federal
Regulations Part 133. Light rain and night meteorological
conditions prevailed, and no FAA flight plan was filed for
The helicopter crew consisted of three persons; the pilot,
the co-pilot, and the hoist operator. According to the
crewmembers, they intercepted the ship when it was in
the Pacific Ocean, about 15 miles from the mouth of the
Columbia River, with the mission to deliver the ship pilot onto
the ship while the ship was underway.When the helicopter
arrived at the ship, the crew spent several minutes attempting
to determine a suitable location to deposit the ship pilot.
They eventually agreed that a small open area near the
starboard bow would be used. When the helicopter was
established in a stationary position relative to the ship for
the lowering, the helicopter pilot could only see a small
portion of the ship for his reference and station-keeping.
Just as the ship pilot touched down on the deck of the
ship, the helicopter pilot lost visual reference with the ship,
and the helicopter began “drifting” aft relative to the ship.
The hoist operator could not pay out cable fast enough to
prevent pulling the ship pilot off the deck and then aft. The
hoist operator lost sight of the ship pilot, and in response,
he sheared the hoist cable. The ship captain fell a few feet
to the ship. He recovered from the fall, and successfully
piloted the ship thorough the Columbia River mouth to its
destination. Upon disembarkation, he went directly to the
hospital, where he was diagnosed with a fractured scapula.
The helicopter pilot had about 5,655 total hours of helicopter
flight experience, including about 555 in the subject
helicopter make and model, and 396 hours at night. The
helicopter co-pilot had about 7,115 total hours of helicopter
flight experience, including about 593 hours at night. The
hoist operator was a former US Coast Guard hoist operator.
In his written statement regarding the event, the ship pilot
“credit[ed] the experience and professionalism of the hoist
operator”in preventing a more serious and adverse outcome.
According to a report provided by representatives of the ship
pilot, the ship was German-registered, and measured about
730 feet long by 100 feet wide. At the time of the event,
the ship was on a heading of 150 degrees, at a speed of 17
knots. According to the operator and representatives of the
ship pilot, visibility was about 10 miles, under an overcast
of unspecified height. Rain was falling, and the wind was
from the south-southwest at a speed of about 15 knots,
which resulted in a wind on the starboard bow of the ship.
NTSB Identification: *CEN14WA190*
Date: April 05, 2014
Location: Kirchham, Austria, Austria
Aircraft: ENSTROM 280 - FX
Injuries: 1 Fatal,2 Serious.
An Enstrom 280FX Shark helicopter impacted terrain near
Kirchham, Austria. The helicopter was destroyed, the pilot
was fatally injured, and the two passengers on board the
helicopter were seriously injured.
This investigation is under the jurisdiction and control of
the Austrian government. Any further information may be
obtained from: Austrian Civil Aviation Safety Investigation
NTSB Identification: *WPR14FA158*
Date: April 06, 2014
Location: Green River, UT
Aircraft: ROBINSON HELICOPTER R22 BETA
Injuries: 2 Fatal.
A Robinson R22 Beta collided with terrain near Green
River, Utah. The pilot was operating the helicopter under
the provisions of 14 Code of Federal Regulations (CFR) Part
91.The commercial pilot and one passenger sustained fatal
injuries. The helicopter sustained substantial damage during
the accident sequence. The local personal flight departed
from private property near Green River about 1115. Visual
(VMC) meteorological conditions prevailed, and no flight
plan had been filed.
The family reported that the helicopter was overdue about
1800 on April 6, and the Utah Highway Patrol initiated a
search. Using a signal from a cell tower and an emergency
locator transmitter (ELT), they discovered the wreckage
about 1300 the following day.
On-site documentation revealed that the white helicopter
came to rest about 1/4 way up the south slope of an east-
west gully with a dry creek bed in the bottom. The slope
changed at the midpoint of the fuselage; it was 55 degrees
downhill below the wreckage and 40 degrees uphill above
it. The creek bed was 30 feet away, and the bottom of the
bluff was about 75 feet away. The first identified point of
contact (FIPC) was a ground scar that was on a 255-degree
magnetic heading. The vertical and horizontal stabilizer
assembly separated and was in a tree at the eastern end
of the ground scar. A rock face was at the western end of
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