History of Flight
On May 16, 2008, at 1153 eastern daylight time, a Fairchild Hiller FH-1100, registration N5049F, collided with a tree and terrain in the Chipman Preserve, Comstock, Michigan. The pilot was fatally injured. The helicopter was destroyed. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated around 1100 from Almena Airport (2C5), Paw Paw, Michigan.
The pilot purchased the helicopter the day prior to the accident. He and a certificated flight instructor (CFI) flew the helicopter from Wisconsin to the pilot's private airstrip, the Larry D. Boven Airstrip (2MI3), Kalamazoo, Michigan.
On the accident day, the pilot flew from 2MI3 to 2C5, picking up the CFI at 0900. They flew approximately one hour practicing maneuvers and autorotations. The CFI reported normal helicopter operation. The pilot dropped the CFI at 2C5 and departed for 2MI3 around 1100.
A witness saw the helicopter flying northbound about 100 feet above trees, then heard a loss of engine noise and impact. The pilot's wife stated he was returning home; she heard the impact.
Personnel Information
The pilot, age 68, held a private pilot certificate with airplane single-engine land/sea, instrument airplane, and rotorcraft-helicopter ratings. He was issued a third-class medical certificate on April 8, 2008, with the limitation: "Holder shall possess glasses that correct for near vision." On May 2, 2008, the FAA sent a letter requesting additional medical information, stating 30 days to provide it or the application would be denied.
Pilot logbooks showed flight experience since 1967. The last entry was March 28, 2008, with total flight time of 2,117.5 hours, including 897.5 hours in helicopters. No entries showed previous FH-1100 experience. He received a biennial flight review on March 10, 2008, in a Bell 206.
Aircraft Information
The accident helicopter was a 1970 Fairchild Hiller FH-1100, serial number 196, a single-engine, two-bladed, five-place light helicopter manufactured by Hiller Aircraft Corporation. The type certificate was sold to FH-1100 Manufacturing Corporation in 1999.
Originally issued a Normal Category Airworthiness Certificate, in 1992 it received Restricted for aerial application. FAA records indicated it currently had a Restricted Certificate; the airworthiness certificate in the helicopter, dated December 3, 1990, listed Normal. The helicopter was still registered to the previous owner.
Total airframe time at accident: 5,012.4 hours; hour meter read 1,485.9. Last annual inspection on March 29, 2008, at 4,991.5 hours total time and 1,465 hour meter.
Engine: Allison 250-C18B turbo shaft, serial CAE 800605B, 317 shp. Last recorded time at annual inspection: 4,178 hours.
Last fuel stop was at Michigan City Airport (MGC) on May 15, 2008, while en route from Wisconsin to 2MI3; 48 gallons of Jet A were added. The CFI noted an unusual fuel gauge. Flight manual states fuel capacity 68.5 gallons (66.9 usable); maximum endurance 3 hours at 5,000 feet, consumption ~22 gph. Previous owner stated average cruise 85-90 mph.
FAA records show the pilot was the ninth owner since 2002. In January 2008, the helicopter was inspected under the Suspected Unapproved Parts Program.
Meteorological Information
At 1153 at Battle Creek International Airport (AZO), 5 miles west-southwest of the accident site: wind variable 3 knots, visibility 10 statute miles, few clouds at 10,000 feet, temperature 17°C, dew point 4°C, altimeter 29.92 inHg.
Wreckage and Impact Information
The wreckage was atop a ridge in Chipman Preserve, a 122-acre wooded recreation area, about half a mile south of the pilot's airstrip, visible from the site. The wreckage aligned with the south end of the airstrip. The helicopter struck a tree about 40 feet tall near a small clearing surrounded by heavy woods. The tree was severed about 15 feet above ground; the helicopter came to rest about 20 feet from the tree base. Large branches lay around/on top of wreckage; one penetrated the bottom and extended through the cockpit near the left front seat.
The helicopter rested on its right side, crushed inward. The windscreen was broken; fuselage forward of the instrument panel partially separated. The bottom between aft cabin and tail boom crushed. Tail boom bent upward ~45 degrees, partially separated. Main and tail rotor assemblies remained attached. Right skid attached; left skid separated from cross tubes. First responders reported no fuel smell.
NTSB on-scene investigation began May 20, 2008, after wreckage moved to a secured facility. The area forward of the instrument panel was crushed upward; cockpit floor crushed upward; top right cockpit crushed inward/down. Both front doors intact; rear doors separated. Left seat intact, bent right; right seat back upper corner bent forward. Seat belts and shoulder harnesses intact. Left seat had three-point rotational buckle; right seat a flip buckle. Rear seat area intact.
Continuity established from collectives to servos; pitch control rods for both blades broken. Cyclic controls to swash plate continuity established. Both main rotor blades attached and intact; blue blade bent downward from ~1/3 span from root; yellow blade bent downward mid-span. Lead-lag rod between cuff and blue blade broken.
Anti-torque pedals remained attached with cable continuity to tail boom separation; cables showed broom straw signatures at breaks. Tail rotor drive shaft separated at same location; three couplings in separated tail boom intact. Tail rotor and drive shaft rotated freely. Right tail boom fin intact; left fin separated. One tail rotor blade bent ~9 inches from root; outboard section of the other separated ~9 inches from root.
Fuel boost switch and shutoff lever in on/open positions. Fuel control throttle lever in cutoff; actuating cable stretched and torn from sleeve. Airframe fuel filter free of debris; filter bowl full of fuel; fuel present in line from bowl. Fuel tank drained contained approximately 2 quarts of clean Jet A.
Annunciator panel bulbs intact; none stretched or broken. Canon plug to annunciator panel burnt with signs of arcing.
Main gearbox oil level zero. Engine oil reservoir sight glass indicated >3 quarts (5.2 quart capacity). Oil streaking visible on fuselage bottom below and aft of engine; source not identified.
Main transmission remained attached; one left mounting leg bent. Transmission rotated freely in both directions at rotor head. Engine-to-transmission driveshaft engaged at both ends.
Fluid level indicators on primary and secondary Hydrapac units showed 3/4 full each; secondary pump contained only residual fluid.
Engine exterior and cowling interior had sooting. Right side impact damage. Lower mounting bolt at accessory gearbox pulled out; left mount bent. Compressor bleed air line fractured at 90-degree elbow. N1 shaft rotated freely from compressor to accessory gearbox starter generator fan. N2 shaft initially would not rotate; after removal, free to rotate a few degrees before binding.
Medical and Pathological Information
An autopsy performed on May 17, 2008, at Sparrow Hospital by Kalamazoo County Coroner's Office listed cause of death as "Multiple blunt force injuries due to a helicopter crash."
A Forensic Toxicology Fatal Accident Report detected metoprolol in blood and urine.
Tests and Research
Transmission tear down revealed no anomalies other than impact damage.
Both Hydrapac hydraulic pumps were X-rayed and bench tested; secondary pump torn down. Primary pump fluid flow and pressure within tolerances; secondary slightly out of tolerance. Teardown of secondary pump revealed an area of corrosion on cylinder bore near top side of piston.
Engine tear down revealed no mechanical failures or malfunctions preventing normal operation.
Fuel control unit and power turbine governor bench tested; results within tolerances or slightly out to a degree not affecting normal operation.
The distance from last fuel stop to pilot's airstrip is approximately 82 miles. On accident day, pilot flew ~22 miles from his strip to 2C5, then local flight for about 1 hour. CFI stated pilot departed 2C5 about 1100 to return. Accident occurred at 1153.