History of Flight
On July 22, 2010, at approximately 1925 central daylight time, a Eurocopter AS 350 B2 helicopter, registration N918EM, collided with terrain near Kingfisher, Oklahoma. The helicopter was operated by EagleMed LLC under 14 CFR Part 91 as a positioning flight. Visual meteorological conditions prevailed, and the flight operated on a VFR company flight plan. The helicopter departed the Integris Baptist Medical Center Heliport (OK19) in Oklahoma City, Oklahoma, at 1913 to pick up a patient in Okeene, Oklahoma.
The surviving paramedic flight nurse reported that during the flight to Okeene, the left side door became unlatched and was slightly ajar. The paramedic informed the pilot and then got out of his seat to close the door and secure the handle, with the pilot acknowledging. After securing the handle, the paramedic sat back down and began gathering his seatbelt when a conversation began about another pilot flying on a coyote hunt. The paramedic stated that the pilot said something like "like this… (with some laughter)" and made a nose-down control input. The paramedic reported that the pilot then pulled up on the collective and the helicopter struck a tree. During the impact, the paramedic, who was not secured, was thrown through the windscreen and later crawled away to call 911.
The company monitored the helicopter's position via a Sky Connect device reporting approximately every five minutes. The last position report at 1919 showed the helicopter at 1,509 feet mean sea level, flying northwest at 131 knots, about 11 nautical miles southeast of the accident site.
Personnel Information
The pilot, age 56, held a commercial pilot certificate for airplane single engine land, instrument airplane, rotorcraft-helicopter, and instrument helicopter, with a second-class medical certificate issued February 8, 2010. On his last medical application, he reported 12,241 total flight hours, with 119 hours in the preceding six months. He stated he was not using any medications.
Company records showed the pilot flew 2.2 hours in July 2010, 14 hours in June, 10.1 hours in May, and 3.6 hours in April. He completed Part 135.293 and 135.299 checkrides on May 20, 2010. The pilot was scheduled as night shift duty pilot from 1900 to 0700, with cycles of three to eight days on and three to eight days off. The accident was at the beginning of his fourth day as duty pilot; his previous flight was on July 21 about 0300.
Aircraft Information
The single-engine helicopter, N918EM, serial number 3107, was manufactured in 1998. It was powered by a 732-shaft horsepower Turbomeca Arriel 1D1 engine, serial number 9759, and configured with an air medical system under Supplemental Type Certificate SE09139RC. The last inspection was a 100-hour inspection on May 28, 2010. At departure, the helicopter had 3,355.6 airframe hours. The aircraft's daily flight/discrepancy log noted at least one previous report of the front left passenger door coming open in flight; the door was inspected and adjusted, and the aircraft was returned to service on June 25, 2010.
Meteorological Information
At 1953, the automated weather reporting station at Wiley Post Airport (PWA), Oklahoma City, Oklahoma, about 20 nautical miles southeast of the accident site, reported wind from 170 degrees at 20 knots, visibility 10 miles, clear sky, temperature 90°F, dew point 68°F, barometric pressure 29.90 inches of mercury, and a remark for a peak wind from 170 degrees at 28 knots recorded at 1856.
Wreckage and Impact Information
The wreckage was located in a flat, grassy field at about 1,085 feet msl. A post-impact fire consumed most of the fuselage. Downed tree limbs with rotor strike signatures were found in a tree line about 690 feet east of the wreckage. Portions of the windscreen, main rotor blade skin, main rotor blade foam core, and the right position light lens from the horizontal stabilizer were also found nearby. About 520 feet east of the wreckage, a portion of the right skid was located. Ground scars began 115 feet east of the main wreckage, consistent with the skids digging into terrain. The main wreckage included the cockpit, cabin, transmission, and engine, all with impact and thermal damage.
The main rotor blades had color codes: red, blue, yellow. The red blade remained attached to the Starflex rotor head. The blue blade separated with overload signatures and was located 145 feet southwest of the main wreckage. The yellow blade separated with overload signatures and was found 285 feet north. All blades showed damage near mid-span. Portions of blade skin and foam core were found near the tree strikes and wreckage. The transmission shaft forward of the flex coupling exhibited torsional damage and splaying of the flex coupling discs consistent with power applied from the engine at impact. The engine to tail rotor output flex coupling showed splaying and flailing damage consistent with engine power to the tail rotor system. Tail rotor drive continuity was confirmed. No pre-impact anomalies were detected with the airframe.
Engine examination revealed nicks and gouges on axial compressor blades consistent with foreign object damage. Rotational continuity was established. The freewheel shaft was slightly deformed, consistent with power applied at impact. Module 5 input pinion slippage marks were misaligned/tightened 1.5 mm, consistent with power applied during sudden stoppage of the main rotor blades. No pre-impact anomalies were detected with the engine.
Medical and Pathological Information
An autopsy of the pilot by the Office of the Chief Medical Examiner, Oklahoma City, Oklahoma, ruled the manner of death as accident.
Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory detected multiple substances in the pilot's specimens. These included acetaminophen, chlorpheniramine, diazepam, dihydrocodeine, hydrocodone, hydromorphone (in urine only), nordiazepam, oxazepam, and temazepam (in urine only). No carbon monoxide was detected below 10% saturation.
A review of the pilot's medical history revealed he was being treated for several conditions and prescribed multiple medications since at least 2007. On April 23, 2007, he reported bronchitis, hypertension, and sleep apnea, and was prescribed Nexium, Caduet, Flexeril, Lortab, Lunesta, and Requip. Over time, he was prescribed stronger pain medications including narcotics and benzodiazepines, and received steroid joint injections. His last documented visit on February 25, 2010, included prescriptions for Caduet, omeprazole, Meloxicam, Lunesta, Norco (10/325 two tablets three times daily), baclofen (10 mg three times daily), and Valium (10 mg three times daily). Additionally, chlorpheniramine, an over-the-counter sedating antihistamine, was detected in toxicology. There was no evidence that his sleep apnea was treated. The pilot did not report any of his conditions or medications to the FAA, the certificate holder, or the operator.
Additional Information
A Garmin GPSMap 496 recovered from the scene was examined. Data showed the helicopter cruised at about 130 knots and 200 to 300 feet above ground level. At 1924:23, it began descending at 385 feet per minute, increasing to 1,890 feet per minute at 1924:25. The GPS location and altitude corresponded to the location of rotor impact marks with trees.