History of Flight
On November 15, 2012, at 1211 eastern standard time, a Hughes 369D helicopter, registration N369AW, operated by Haverfield Aviation Inc., collided with power lines and terrain near Corning, New York. The commercial pilot and an observer, a utility company employee, were fatally injured. The helicopter was substantially damaged, and a postcrash fire consumed much of the wreckage.
The flight departed the Elmira-Corning Regional Airport (ELM) in Horseheads, New York, about 1145. Visual meteorological conditions prevailed, and no flight plan had been filed. The aerial observation flight was conducted under 14 Code of Federal Regulations Part 91.
According to the operator, the helicopter was temporarily based at Tri-Cities Airport (CZG) in Endicott, New York, and was being used to inspect power lines following a recent storm. The helicopter had conducted an uneventful flight earlier that day and was refueled at ELM before continuing survey operations.
Witnesses reported observing the helicopter flying west down a hill over power lines that extended east to west. One witness stated that the helicopter appeared to be below the highest tower shortly before it struck the top of power lines that extended to the south, perpendicular to the helicopter's flight path. The witness did not hear any changes in the rhythm of the rotor blades prior to impact.
The tail rotor assembly separated from the helicopter. The helicopter then impacted the ground and came to rest inverted. Power lines were found wrapped around the main rotor assembly. The power company reported that two power lines "tripped out" at 1211.
A handheld Garmin GPSMAP 496 global positioning system receiver was recovered from the accident site and sent to the NTSB Vehicle Recorders Laboratory for data download.
Personnel Information
The pilot, age 24, held a commercial pilot certificate with ratings for rotorcraft and instrument helicopter, as well as a rotorcraft flight instructor certificate. His most recent FAA second-class medical certificate was issued on March 27, 2012, at which time he reported 1,350 hours of total flight experience, including 30 hours in the preceding 6 months. His most recent flight review was conducted on November 8, 2012, in the same make and model as the accident helicopter.
According to company records, the pilot was hired by Haverfield Aviation on October 22, 2012. He had no prior power line patrol experience and completed a "Helicopter Accident Reduction – Wire Strike Avoidance" training module on October 28, 2012. At the time of the accident, the pilot had accumulated about 1,635 hours of total flight experience, including about 10 hours in the same make and model, of which 5.2 hours were accumulated during the 24 hours preceding the accident. The accident occurred during the pilot's second work day of flying power line aerial observation flights.
After the accident, Haverfield Aviation instituted a policy requiring new hire pilots to obtain 100 flight hours of power line patrol related experience with company crewmembers before being assigned operations with non-company observers.
Aircraft Information
The four-place helicopter, serial number 470117D, was manufactured in 1977. It was primarily constructed of aluminum alloy and featured a fully articulated five-bladed main rotor system, with anti-torque provided by a two-bladed semi-rigid tail rotor. The helicopter was powered by an Allison M250-C20B turboshaft engine, serial number CAE-836392, with a takeoff power rating of 420 shaft horsepower.
The helicopter was equipped in a standard left-side single-pilot configuration and included a wire strike cutting system on the top and bottom portions of the fuselage. The most recent 100-hour inspection was performed on October 19, 2012, at which time the helicopter had 21,918 total flight hours. The helicopter had accumulated about 75 hours since that inspection. The engine, manufactured on May 5, 1989, had operated for about 12,500 hours since new.
Meteorological Information
Weather reported at ELM, located about 8 miles east of the accident site at an elevation of 955 feet mean sea level, at 1153 included clear skies, visibility 10 statute miles, calm wind, temperature 3°C, dew point -2°C, and an altimeter setting of 30.37 inches of mercury.
Wreckage and Impact Information
Examination of the helicopter after recovery did not reveal any preimpact malfunctions that would have precluded normal operation. However, the wreckage, except for the tail boom and tail rotor assembly, sustained extensive thermal and impact-related damage.
Evidence of wire contact marks was observed on the main rotor blades, tail rotor blades, tail empennage, and landing gear skid assembly. The helicopter's wire strike cutting system showed no evidence of wire contact.
All observed main rotor blades contained bent and/or broken spars, wrinkled and punctured skin, and varying degrees of trailing edge separation. Several blades separated from the hub at their pitch change housings or fractured. Continuity of the drivetrain system could not be established due to impact and fire damage. The main transmission was intact, and its output drive gear, transmission input pinion assembly, and tail rotor output pinion assembly rotated freely. The tail rotor driveshaft separated into four main sections, corresponding with fractures on the tail boom. The tail boom damage was consistent with main rotor blade contact. The tail rotor gearbox, rotor blades, and pitch control assemblies sustained minor damage and could be manipulated normally.
The engine was entangled in airframe structure and wiring and showed extensive postcrash fire damage. Neither the N1 nor N2 drive trains could be manually rotated. The accessory gearbox was consumed by fire. The compressor remained in its normal position. The first stage axial blades exhibited nicking and deflection. The No. 1 turbine wheel was ashen coated but otherwise normal in appearance. The fuel pump showed thermal exposure and melting. The power turbine governor and fuel control units were destroyed by fire.
Additional Information
Data from the Garmin GPSMAP 496 showed that the helicopter departed ELM at 1147:56 and flew various headings. The last recorded points, at 1211:34 and 1211:57, indicated an altitude of 1,010 feet, with headings of 245° and 33° and ground speeds of 11 knots and 1 knot, respectively.
An autopsy performed on the pilot by the Office of the Medical Examiner, Monroe County, New York, determined the cause of death as "multiple blunt force injuries." Toxicological testing by the FAA Bioaeronautical Science Research Laboratory was negative for tested substances.