Accident Overview
On July 19, 2008, at approximately 1540 mountain daylight time, a Hughes 369D helicopter, registration N400BE, operated by BBP Air, LLC, under 14 Code of Federal Regulations Part 91, impacted terrain near Carbon County Airport (PUC) in Price, Utah. The private pilot and two passengers were killed; the helicopter was destroyed by impact forces and a post-crash fire. The cross-country personal flight had departed Carbon County Airport about one minute prior, at 1539, with a planned destination of Spanish Fork, Utah. Visual meteorological conditions prevailed; no flight plan was filed.
Flight History
According to witnesses, the accident pilot and passengers had completed a fishing trip with another group in a second helicopter. Both helicopters landed at PUC. The accident pilot refueled and offloaded an 11-year-old child, then picked up an adult male and his baggage. Witnesses reported that during refueling, the accident pilot discussed with the second helicopter's pilot that takeoff from the ramp area would be harder than from the grass area they had just departed.
After refueling, a witness observed the helicopter take off south then turn northwest. The helicopter was last seen descending slightly as it left the airport boundary. No identified witnesses observed the impact, but those near the accident site reported seeing a fireball shortly after departure. Witnesses at the airport reported strong winds from the south at the time.
Personnel and Aircraft Information
The 59-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and rotorcraft-helicopter, issued based on a New Zealand pilot license. He held a second-class medical certificate issued December 11, 2007. On his medical application, he reported 10,000+ total flight hours with 150 hours in the previous 6 months; earlier applications showed lower totals. An FAA required examination flight on September 12, 1999, documented 1,673 hours in single-engine aircraft and 371 hours in rotorcraft.
The accident helicopter, a Hughes 369D (serial number 470115D), had a total airframe time of 4,147.7 flight hours at its last 100-hour/annual inspection on July 1, 2007. The Hobbs meter read 891.9 hours. Subsequent entries included battery replacement, bearing lubrication, pitch control assembly replacement, droop stop roller replacement, and installation of a turbine output temperature gauge on July 9, 2008, with a power check within limits. The engine, an Allison 250-C20B rated at 420 shaft horsepower, had no entries for a current 100- or 300-hour inspection; annual inspection was performed July 1, 2007, with 81.5 hours since major overhaul.
Fueling records showed the helicopter received 20 gallons of Jet-A on July 19. The estimated weight at the time of the accident was approximately 2,823 pounds, based on pilot records, fueling records, and weight and balance data. The certified gross weight is 3,000 pounds. Witnesses stated the helicopter was loaded with camping gear and luggage in the right rear seat, but exact weight was unknown and not included in calculations.
According to the manufacturer's representative, with the calculated weight and weather conditions, the hover performance in ground effect (HIGE) maximum operational gross weight would be 2,760 pounds; the calculated gross weight of 2,823 pounds was 63 pounds over. The hover performance out of ground effect (HOGE) maximum operational gross weight would be 2,600 pounds; the calculated gross weight was 223 pounds over. The representative concluded the helicopter was operated above maximum operational weight capability for both HIGE and HOGE.
Meteorological Information
The closest official weather observation station was at Carbon County Airport, 0.7 nautical miles east of the accident site. An automated observation at 1553 MDT reported winds variable at 10 knots, visibility 10 miles, clear skies, temperature 34°C (93°F), dew point 1°C (34°F), and altimeter 30.05 inches of mercury. Calculated density altitude was 9,330 feet mean sea level; pressure altitude was 5,827 feet msl.
Wreckage and Impact
Investigators examined the wreckage on July 20, 2008. The helicopter impacted flat, level, open desert terrain with soft sand and sagebrush at an elevation of about 5,827 feet msl, roughly 130 feet lower than the departure airport. A debris path oriented on a magnetic heading of 310 degrees from ground scars to the main wreckage. The first identified point of contact was a shallow impact scar approximately 1 foot wide, 8 inches deep, and 10 feet long. The main wreckage came to rest about 60 feet northwest of the FIPC. The debris field measured 135 feet long and 112 feet wide, with vegetation mostly thermally consumed.
The helicopter skids were broken into pieces scattered between the FIPC and main wreckage. The rotor mast, transmission, engine, and rotors were inverted, along with the instrument panel, pedal assemblies, and seat remains. Separated fuselage pieces were near the FIPC and scattered. The upper aft fuselage with attached forward tail boom separated from the main fuselage but remained nearby. The empennage (vertical and horizontal stabilizer and tail rotor system) was still attached and separated from the rest, aligned with the fuselage. The main transmission was north of the FIPC; all five main rotor blades were found at or near it, two with heavy thermal damage and three with bending. The tail boom mid-section was partially burned, located about 15 feet northwest of the engine; the tail lay 20 feet further. The engine was at the north end of the debris field, entangled in airframe sheet metal, with heavy fire and impact damage; primary impact damage appeared on the underside of the outer combustion case. Due to extensive damage, flight control continuity could not be established. No pre-accident mechanical anomalies were found during on-scene examination.
Examination Findings
Autopsy of the pilot, conducted by the State of Utah Office of the Medical Examiner, determined cause of death as massive blunt force injuries. Toxicology analysis found no volatiles or tested drugs; carbon monoxide was detected at 5.1 percent saturation. Cyanide test was not performed.
Engine teardown revealed no evidence of pre-impact anomalies that would have precluded normal operation.