Accident Overview
On May 25, 2012, about 1425 eastern daylight time, a Bell 206B, registration N806LA, operated by Aircraft Holdings and Leasing LLC, was substantially damaged during landing after a loss of engine power near Longboat Key, Florida. The airline transport pilot and three passengers were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight had departed Ruskin, Florida, en route to Sarasota, Florida.
Emergency Landing
While en route at 500 feet above ground level, the helicopter experienced a total loss of engine power. The pilot reported an initial indication of a slight yaw followed by the engine out warning horn. He immediately lowered the collective and entered a power-off autorotational landing to the beach. Upon touchdown, the skids dug into soft sand, causing the main rotor blades to contact the tail boom, damaging the drive shaft cover and severing the tail rotor drive shaft. The pilot and passengers exited after the main rotor stopped.
Examination
An FAA-overseen examination found the helicopter upright on its skids with main rotor head and blades removed for transport. Damage included main rotor impact to the tail boom at midspan, severing the tail rotor drive shaft, and slight skin wrinkling on the right tail boom. The fuel filter bowl contained fuel with normal color and odor and some light debris. Approximately 33 gallons of fuel were defueled. Boost pumps showed no blockage or anomalies. The engine was securely attached with no visible damage; fuel, pneumatic, and oil lines were intact. Manual rotation showed the N1 and N2 drive trains were free and continuous. Chip detectors had only light fuzz.
Engine Testing
The engine was removed and sent to the manufacturer for testing with FAA oversight. Attempts to start the engine failed. Fuel was present throughout the system except at the output port of the fuel control unit. The fuel pump was removed; its driveshaft appeared intact but could be rotated manually, and internal gearing made a growling sound. After replacing the fuel pump with a known serviceable OEM pump, the engine started normally and passed specification tests.
Fuel Pump Examination
The fuel pump was examined at Goodrich Pump and Engine Controls with FAA oversight. Disassembly revealed that both the main drive shaft splines and internal drive gear splines had worn away, resulting in no spline engagement. No other anomalies were found. The pump was not in compliance with current Commercial Engine Bulletins for that model.
Compliance History
This fuel pump model required spline inspections every 100 hours per Rolls-Royce (Allison) commercial engine bulletin CEB A-1352 (August 21, 1997), with compliance within 25 hours. These inspections were an interim measure while product improvements were developed. Bulletin CEB 1355 (April 30, 1998) required pump upgrade with compliance by March 31, 1999; after upgrade, spline inspections were no longer needed. The installed pump model number indicated the required upgrade had not been completed.
Pilot and Aircraft Information
The pilot held an airline transport pilot and flight instructor certificates with ratings for airplane multi- and single-engine land, rotorcraft, and glider. He reported 13,800 total flight hours, with 400 hours in the same make and model. The five-seat helicopter was manufactured in 1973, powered by one Allison 250-C20B engine (420 shaft horsepower). Its most recent annual inspection was on March 3, 2012, at 12,055 hours. The engine's most recent 100-hour inspection was at 11,928 hours.
Weather
Weather observation at Sarasota/Bradenton International Airport (SRQ), four miles east, at 1453 included calm wind, 10 miles visibility, few clouds at 4,000 feet, temperature 33°C, dew point 20°C, altimeter 29.98 inHg.