A controversial fatal
helo accident, involving a civilian Hughes 269 being flown for the
local Sheriff by an improperly licensed pilot, has been ruled the
result of material fatigue and inadequate maintenance.
NTSB Identification: ATL04TA116.
The docket is stored in the Docket Management System (DMS). Please
contact Public Inquiries
14 CFR Public Use
Accident occurred Friday, May 14, 2004 in Louisburg, NC
Probable Cause Approval Date: 9/13/2005
Aircraft: Hughes 269A, registration: N115ES
Injuries: 1 Fatal, 1 Minor.
According to the pilot, the purpose of the flight was an ongoing
program directed at drug eradication. He stated that shortly after
takeoff, he felt two vibrations and then heard a loud bang from the
back of the helicopter. He stated the helicopter yawed to the
right, and he entered an autorotation and maneuvered toward a small
clearing in the wooded area he was over at the time. The main rotor
blades struck a pine tree approximately 30 feet tall on the edge of
the clearing and impacted the ground on the helicopters left side.
A review of information on file with the Federal Aviation
Administration Airman's Certification Division, Oklahoma City,
Oklahoma, revealed that the pilot did not have an airman's
certificate indicating he was rated in helicopters nor could he
provide evidence that he was trained in helicopters. A review of
records on file with the FAA Aero Medical Records Division revealed
the pilot was issued a third class medical certificate on September
26, 1988. The pilot reported on his application for the medical
certificate that he had accumulated 39 total flight hours. A review
of maintenance records revealed that the last recorded annual
inspection was completed on March 21, 2004, at an airframe total
time of 5,506.2 hours. On March 13, 1980, the FAA issued an
Airworthiness Directive (AD) 80-05-05 addressing Schweizer
Helicopters Model 269 series equipped with a tail boom center
support (saddle) fitting certificated in all categories. The AD was
issued to prevent fatigue failure of the tail boom center support
fitting and the resultant loss of the tailboom. A review of the
maintenance records dating back to March 13, 1980, found no logbook
entries that indicated the required inspections outlined in the AD
had been accomplished. Examination of the tail rotor assembly found
the tailboom saddle attachment broken. Further examination found
rubbing on the tailrotor drive shaft near the broken tailboom
saddle attachment. Examination found that the tailboom support
fitting fractured as a result of fatigue initiating at the base of
a large corrosion pit on the tip surface of the forward wall. This
surface, which was in direct contact with the tailboom, was only
partially covered by paint, and contained extensive pitting damage.
Following the fracture of the saddle support fitting the tailboom
dropped and rubbed against the tail drive shaft fracturing it in
overstress.
HISTORY OF FLIGHT
On May 14, 2004 at 1510
eastern daylight time, a Hughes 269A Helicopter, N115ES, registered
to a private owner and operated by Franklin County Sheriff's Office
collided with trees shortly after takeoff in Louisburg, North
Carolina. The public use flight was operated under the provisions
of Title 14 CFR Part 91, and visual flight rules. Visual
meteorological conditions prevailed and no flight plan was filed.
The non-certificated pilot received minor injuries, the passenger
received fatal injuries, and the helicopter sustained substantial
damage. The flight originated from a field near the Sheriff's
Department in Louisburg, North Carolina on May 14, 2004 at
1214.
According to the pilot, the purpose of the flight was an ongoing
program directed at drug eradication. He stated that shortly after
takeoff, he felt two vibrations and then heard a loud bang from the
back of the helicopter. He stated the helicopter yawed to the
right, and he entered an autorotation and maneuvered toward a small
clearing in the wooded area he was over at the time. The main rotor
blades struck a pine tree approximately 30 feet tall on the edge of
the clearing and collided with the ground on the helicopters left
side fatally injuring the Sheriff's Deputy.
PERSONNEL INFORMATION
A review of information
on file with the Federal Aviation Administration Airman's
Certification Division, Oklahoma City, Oklahoma, revealed that the
pilot did not have an airman's certificate indicating he was rated
in helicopters nor could he provide evidence that he was trained in
helicopters. A review of records on file with the FAA Aero Medical
Records Division revealed the pilot was issued a third class
medical certificate on September 26, 1988. The pilot reported on
his application for the medical certificate that he had accumulated
39 total flight hours.
AIRCRAFT INFORMATION
The helicopter was under a lease/purchase agreement with North
East Tennessee Search & Tactical Air Response, Inc., (NETSTAR)
of Elizabethton, Tennessee, and the Franklin County Sheriff's
Office of Louisburg, North Carolina. The agreement was entered into
on February 20, 2004.
A review of maintenance records revealed that the last recorded
annual inspection was completed on March 21, 2004, at an airframe
total time of 5,506.2 hours. On March 13, 1980, the FAA issued an
Airworthiness Directive (AD) 80-05-05 addressing Schweizer
Helicopters Model 269 series equipped with a tail boom center
support (saddle) fitting certificated in all categories. The AD was
issued to prevent fatigue failure of the tail boom center support
fitting and the resultant loss of the tailboom. A review of the
maintenance records dating back to March 13, 1980, found no logbook
entries that indicated the required inspections outlined in the AD
had been accomplished.
WRECKAGE AND IMPACT INFORMATION
The wreckage was
located in a small clearing located within a heavily wooded area.
The wreckage was found on its left side with the cockpit area
crushed inward with the wind screen shattered. Examination of the
tail rotor assembly found the tailboom saddle attachment broken.
Further examination found rubbing on the tailrotor drive shaft near
the broken tailboom saddle attachment. Examination of the tailboom
found a slice through the skin and drive shaft just forward of the
helicopter's registration markings.
A section of the tailboom, forward tailboom attachment, forward
tail drive shaft, right tailboom support rod, left tailboom support
rod, and the tailboom support saddle fitting was sent to the NTSB
Materials Laboratory, in Washington, DC., for further
examination.
ADDITIONAL INFORMATION
On October 1, 2004, the NTSB Materials Laboratory examined a
section of the tailboom, forward tailboom attachment, forward tail
drive shaft, right tailboom support rod (intact), left tailboom
support rod, and the tailboom support saddle fitting
(fractured).
Examination found that the tailboom support fitting fractured as
a result of fatigue initiating at the base of a large corrosion pit
on the tip surface of the forward wall. This surface, which was in
direct contact with the tailboom, was only partially covered by
paint, and contained extensive pitting damage. Following the
fracture of the saddle support fitting the tailboom dropped and
rubbed against the tail drive shaft fracturing it in
overstress.
The National Transportation Safety Board determines the
probable cause(s) of this accident as follows:
Fatigue failure of the tailboom saddle fitting which resulted in
a loss of aircraft control. Also causal was inadequate maintenance
due to non-compliance to an airworthiness directive requiring
inspection of the saddle fitting. A contributing factor was the
pilot's lack of proper certification.