History of Flight
On November 3, 2010, about 1459 mountain daylight time, a Bell 206B helicopter, registration N8533F, struck a three-phase electrical distribution line during a low-altitude pipeline patrol flight near Meeker, Colorado. The helicopter was substantially damaged. The pilot received serious injuries; the observer was fatally injured. The flight was operated by Mile High Helicopter Company, doing business as Aviation Technology Services, LLC, and registered to Kauffman Well Service, Inc. The flight departed Grand Junction Regional Airport about 1156, destined for Meeker Airport. Visual meteorological conditions prevailed, and no flight plan was filed.
The helicopter was conducting a low-altitude pipeline patrol, equipped with sensor equipment to detect methane gas plumes. The observer operated the sensor recording equipment from the left cockpit seat. The pilot was flying westbound, following a buried pipeline adjacent to a gravel road in a remote valley. Two witnesses about 1,300 feet west observed the helicopter flying approximately 100–150 feet above ground when it suddenly pitched 90 degrees nose-down. The rotor system separated, and the helicopter disappeared behind trees.
The main wreckage came to rest under the power line, which was suspended 95 feet above the road. The main rotor hub and blades were found about 200 feet from the main wreckage. The pilot stated he never saw the wires before impact and that the observer had not mentioned any wires ahead.
Personnel Information
The 50-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, rotorcraft-helicopter, and instrument helicopter, as well as a certified flight instructor certificate for rotorcraft-helicopter. He held a second-class medical certificate issued May 24, 2010, without limitations. He reported a total flight time of about 15,800 hours, including 14,500 hours in turbine-powered helicopters and about 12,500 hours in Bell 206/222/406 helicopters. His most recent flight review was June 30, 2010.
The observer's qualifications are not specified in the report.
Aircraft Information
The Bell 206B (serial number 254) was originally manufactured in 1968 as a 206A and converted to a 206B in 1976. It was powered by a Rolls-Royce M250-C20B engine (serial number CAE 834315) rated at 420 shaft horsepower. The helicopter had an estimated total airframe time of 26,114 hours and engine time of 16,027 hours. An annual inspection was completed on July 23, 2010. The helicopter was equipped with a wire strike protection system (upper and lower deflector/cutters and a serrated windshield center post). It also had a Boreal Laser methane detection system, an external video camera, and a laptop at the observer's position. Pedal controls were installed at both seats, but the cyclic and collective controls at the left (copilot) seat were removed and stowed.
Meteorological Information
The 1453 surface observation at Meeker Airport (9 miles south) reported wind from 210° at 6 knots, visibility 10 miles, clear skies, temperature 16°C, dew point 1°C, and altimeter 30.50 inHg. The sun altitude at the accident time was about 27°, azimuth 214°.
Wreckage and Impact Information
The main wreckage rested on its left side about 60 feet west of the intersection of a gravel road and the power lines. The fuel cell ruptured without post-impact fire. Two of four wires had separated; the remaining two were 95 feet above the road. Wire damage consistent with sideways rubbing on a hard metal surface was observed. The main rotor hub separated at the mast; blades were found scattered. The cockpit forward section was severed. Flight controls were jammed due to tunnel damage. The throttle was in the full open position. No pre-impact mechanical anomalies were found. The lower wire strike device showed evidence of cutting a wire. The left skid was damaged consistent with wire strike and impact.
Medical and Pathological Information
The pilot survived with serious injuries; no toxicological specimens were taken. The observer's autopsy determined the cause of death as multiple external and internal injuries. Toxicology tests for carbon monoxide, cyanide, volatiles, and drugs were not performed on the observer.
Tests and Research
Examination of the seat belt assemblies revealed no faults with the pilot's buckle, but anomalies were noted with the observer's buckle and both shoulder harness inertia reels. A Garmin GPSMap 496 receiver recorded the final waypoint at 1459:32, at a GPS-calculated elevation about 100 feet above the accident site. The Boreal Laser system and other components were examined but no specific findings are noted.