On September 1, 2012, a JOHNSTON DOUGLAS S SAFARI (registration N70415) operated by Ken Smith was involved in an aviation accident near McVeytown, PA. One person was killed. Investigators recorded the probable cause as: The pilot's lack of proficiency and certification, which resulted in his failure to enter an autorotation when the engine lost power. This summary draws on records from NTSB.
On September 1, 2012, an experimental amateur-built Safari helicopter, N70415, crashed in McVeytown, Pennsylvania, killing its non-certificated pilot. The aircraft was maneuvering when it impacted the ground.
Accident Overview and Witness Account On September 1, 2012, at 0900 eastern daylight time, N70415, an experimental amateur-built Safari helicopter, was substantially damaged when it impacted the ground while maneuvering in McVeytown, Pennsylvania. The non-certificated pilot was fatally injured. Visual meteorological conditions prevailed for the personal, local flight conducted under 14 CFR Part 91. A witness observed the helicopter flying away, making a 180-degree turn toward its hangar, then another 180-degree turn before it started to descend. The witness saw a puff of smoke as the helicopter disappeared from view. ## Personnel and Aircraft Details FAA database records showed the pilot did not hold a pilot certificate. A logbook provided by the pilot's wife listed three flights on August 14, 2010, August 21, 2010, and October 9, 2010, totaling 3.2 hours. The helicopter was built from a kit by the previous owner and received its first airworthiness certificate on April 10, 2003. It was equipped with a Lycoming O-320, 160-horsepower engine. The accident pilot purchased the helicopter in March 2012, but there was no evidence he attempted to acquire an airworthiness certificate or register it with the FAA. The most recent condition inspection was completed on June 30, 2011, by the previous owner/builder, with no anomalies noted and a tachometer time of 395 hours. The tachometer time at the accident site was 442 hours. The kit manufacturer brokered the sale and performed maintenance on May 11, 2012, including replacing the main rotor spindle and performing an annual condition inspection. ## Meteorological and Wreckage Findings Weather recorded at the nearest airport at 0853 included wind from 280 degrees at 7 knots, 10 miles visibility, a broken cloud layer at 7,000 feet, a temperature of 23 degrees C, a dew point of 19 degrees C, and an altimeter setting of 30.13 inches mercury. Examination of the accident site confirmed the helicopter impacted the ground in a vertical attitude with minimal forward speed. Damage to the main and tail rotor blades was consistent with low or minimal rotor speed impact with terrain. Main and tail rotor control system continuity was confirmed from the cockpit to the control surfaces. The right fuel tank contained no fuel, while the left tank held approximately 2 pints of 100LL aviation fuel, free of contamination. The carburetor bowl drain showed fuel, and no obstructions were noted in the fuel or air induction systems. The fuel selector was in the ON position. Engine examination revealed no mechanical anomalies, with thumb compression and valve train continuity confirmed on all four cylinders. ## Medical, Pathological, and Additional Information The Mifflin County Coroner performed an autopsy on the pilot on September 1, 2012, listing blunt force trauma as the cause of death. Toxicological testing by the FAA Toxicology and Accident Research Laboratory found no drugs or alcohol. A witness who spoke with the pilot before the flight reported the pilot had five and a half inches of fuel and intended to make a couple of laps before flying to the local airport to purchase more fuel. The kit manufacturer stated that when the pilot arrived to acquire the helicopter in May 2012, the company owner flew with him for about 15 hours to practice hovering, advising him not to lift the helicopter more than 2 feet off the ground until he received instruction. The pilot's wife believed he first flew the helicopter after it arrived home on July 4, 2012, and flew approximately every other weekend since then, mostly practicing lifting and setting down. She was not aware he intended to fly on the day of the accident. The Safari Helicopter Flight Manual's Height-Velocity diagram indicated operations below 400 feet and below 50 knots airspeed should be avoided. The FAA Rotorcraft Flying Handbook notes that H/V diagrams depict critical combinations of airspeed and altitude in the event of an engine failure, where operations in shaded areas may not allow enough time for the transition to autorotation.