History of Flight
On October 13, 2008, at 1109 central daylight time, a Bell 206L-4, registration N6ZV, was destroyed when it collided with trees and impacted terrain near Conroe, Texas. Visual meteorological conditions prevailed. The business flight was conducted under 14 CFR Part 91 without a flight plan. The commercial pilot and a news photographer-passenger were fatally injured. The flight originated in Houston, Texas, approximately 1040, and was en route to Magnolia, Texas.
The helicopter had flown earlier that morning and was fueled to capacity with 44.0 gallons of Jet-A fuel. A report of a shooting near Magnolia prompted the flight to cover the breaking news. Radar tracking showed altitude varying between 500 and 700 feet mean sea level.
Three witnesses observed the helicopter. One saw it flying about 350 feet above ground, nosing over into a 70-degree downward flight. Another saw a steep right bank and a dive. A third reported a sudden sharp right bank of about 70 degrees before descending into trees.
Wreckage was located in the W.G. Jones State Forest. Both occupants were ejected.
Personnel Information
The pilot, age 43, held a commercial pilot certificate with airplane single and multiengine land, rotorcraft-helicopter, instrument-airplane, and instrument-helicopter ratings. He held a second-class medical certificate dated December 20, 2007, with no restrictions. He was hired by Helicopters, Inc., on September 1, 2003, and completed recurrent training on February 3, 2008 (ground) and May 28, 2008 (flight). His most recent Part 135 check ride was on May 28, 2008. Total flight time: 6,105 hours; rotorcraft: 5,805 hours; Bell 206L-4: 2,450 hours. He had been off-duty for two days prior to the accident.
Aircraft Information
N6ZV, a Bell 206L-4 (serial number 52046), was manufactured in 1998. It was equipped with an Allison 250-C30P turboshaft engine (serial number CAE-895709), rated at 650 shaft horsepower. Maintenance was under 14 CFR Part 91.409(f). The last 100-hour inspection was on October 6, 2008, with airframe time 7,992 hours and engine time 7,978 hours (8,177 cycles). Registered owner was Air Sansone, LLC; leased to Helicopters, Inc., which provided helicopters to Westwood One/Metro Networks, supplying the helicopter and crew to KTRK-TV.
Meteorological Information
At 1127, David Wayne Hooks Airport (19 miles south-southwest) reported: wind 110° at 7 knots, visibility 10 statute miles, sky 1,600 feet scattered and 7,000 feet overcast, temperature 27°C, dew point 22°C, altimeter 30.12 inHg.
Wreckage and Impact Information
On-scene investigation on October 14 revealed a hole in the treetops with an impact angle of 72°. The first point of impact had a portion of the right skid embedded at 25°. The helicopter traveled about 40 feet on a heading of 085° before striking a tree with the main rotor mast. It came to rest on magnetic heading 105°. The cockpit and fuselage were destroyed by impact and post-crash fire. Main rotor blades showed tree strikes; one blade was broken in three pieces, the other destroyed by fire. Control continuity was established between control rods and servos. The tail boom sustained extensive fire damage; the aft driveshaft fractured in torsional overload. Tail rotor control continuity was confirmed. Engine examination found the connector nut on the pneumatic control line (Pg) rotated with some resistance; other connections were tight.
Flight Recorders
The helicopter carried a video camera stowed at a 45° angle toward the left rear skid. A DVD copy (19 minutes, 5 seconds, no audio) was reviewed. The recording began in flight near Griggs Road. During the last 20 seconds, a small yaw perturbation (nose left then right) occurred. About two seconds later, the helicopter began a slow, smooth roll to the right; the ground disappeared from view. The left skid appeared parallel to the horizon as the roll slowed.
Medical and Pathological Information
Autopsy attributed the pilot's death to multiple blunt force injuries, ruled accidental. FAA toxicology found no carbon monoxide or drugs; 32 mg/dL ethanol in muscle was attributed to putrefaction. NMS Labs detected 12 mg/dL ethyl alcohol (BAC 0.012%), amlodipine, and caffeine. The medical examiner found significant coronary artery atherosclerosis: sections showed occlusions of 65-70%, 85-90%, 60-65%, 50-60%, and 30%.
Tests and Research
The wreckage was examined at Air Salvage of Dallas on October 16. No evidence of main rotor blade strike on the horizontal stabilizers or tail boom was found. The engine was disassembled at Rolls-Royce on November 13. Only broken torque paint was found on the Pg line at the PTG connection. Pneumatic leak check could not be performed due to damage. The fuel pump tested satisfactory. The transmission and driveshaft showed impact and thermal damage. Bench testing of the Pg line on November 14 detected no leaks. Fuel nozzle deviations were not significant enough to affect engine performance. Examination of the freewheeling unit at Bell Helicopter on January 13, 2009, revealed overload fractures in the spline and a fractured sprag.
No probable cause was stated in the source.