History of Flight
On December 10, 2012, at about 2016 central standard time, a Messerschmitt Bolkow-Blohm BK 117-A3 helicopter, registration N911BK, impacted terrain near Compton, Illinois. The helicopter was configured for emergency medical services and operated by Air Methods Corporation under 14 CFR Part 135 as an on-demand air-taxi flight. The flight originated from Rockford Memorial Hospital Heliport (LL83) at about 1958, en route to Mendota Community Hospital Heliport (14IL) to pick up a patient. Night visual meteorological conditions prevailed, and the flight operated on a company VFR flight plan.
The pilot had been notified of the request at 1927 and confirmed acceptance. At 1959, he reported departing with one hour forty-five minutes of fuel and three persons on board, risk category alpha. At 2010, he reported being 12 minutes from Mendota. At 2016, he notified dispatch that he was aborting due to weather. Flight track data showed the helicopter departed LL83 at 1958, proceeded south, initiated a right turn about 13 miles from the destination, then descended. The last recorded position was about 0.75 miles east-southeast of the main wreckage.
Personnel Information
The pilot held an airline transport pilot certificate with helicopter rating, a type rating for Bell 206 helicopters, and private pilot privileges for single-engine land airplanes. He held a first-class medical certificate with a corrective lenses restriction issued July 17, 2012. He had accumulated 7,619 total flight hours, with 446 hours in the same make and model. In the preceding 90 days he flew 27 hours, and 11 hours in the preceding 30 days. His most recent flight review was on January 11, 2012, in a BK 117, which included a limited review of instrument flight procedures. He was assigned to a VFR-only base. His shift started about one hour before the accident; he had been on duty 61.2 hours in the preceding five days, with 2 hours 47 minutes of flight time.
Aircraft Information
The helicopter was a twin-engine turbine-powered medium utility-transport helicopter with a main rotor and tail rotor. It was powered by two Lycoming LTS 101-650 B-1 engines. It had accumulated 10,836 total flight hours. The most recent inspection was on November 1, 2012.
Meteorological Information
The pilot had computer-based weather resources available, but usage was not recorded. The National Weather Service surface analysis at 2100 depicted a warm front and a high pressure center. The area had air temperatures in the mid-20s to low 30s Fahrenheit, temperature-dew point spreads of 5°F or less, west wind 5-15 knots, cloudy skies, and light snow. The closest weather station, Rochelle Municipal Airport (RPJ), reported at 2015: wind 290° at 8 knots, 7 miles visibility, light snow, overcast ceiling at 3,300 feet agl, temperature -1°C, dew point -2°C. AIRMETs for moderate icing and IFR conditions were valid. The Terminal Aerodrome Forecast expected greater than 6 miles visibility and a broken ceiling at 2,500 feet. Radar imagery indicated characteristics consistent with freezing drizzle and supercooled liquid water near the accident time.
Communications
Communications between the pilot and Rockford Memorial Hospital Communications Center were recorded. At 1927, the pilot indicated the weather looked okay. At 1959, he reported departing. At 2010, he reported ops normal, 12 minutes out. At 2016, he stated they had to turn around due to weather. At 2027, the center conducted an ops check with no response. No further communications were recorded.
Wreckage and Impact Information
The helicopter impacted a level, harvested agricultural field in a rural area, about two miles west-northwest of a windmill farm with flashing beacons. Ground impact marks indicated a nose-low inverted attitude. The helicopter fragmented in a fan-shaped pattern. The main impact crater contained engines, transmission, rotor head, and cockpit sections. All rotor blades were located nearby. Postaccident examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.
Medical and Pathological Information
An autopsy of the pilot attributed his death to injuries received in the accident. Toxicology testing was negative for all substances.
Additional Information
Air Methods operated the helicopter under a hospital-based EMS model. The hospital communication center, staffed by Air Methods-trained personnel, provided flight following and coordinated patient transport. Air Methods' Operational Control Center (OCC) in Englewood, Colorado, performed flight monitoring and risk assessment. The OCC used GPS tracking and weather overlays; no warnings were displayed until after the crash. The risk assessment program used a form with 54 questions in three categories. The pilot reported the flight risk as alpha, the lowest risk category. A printed risk assessment form dated that day listed low risk but was incomplete. Since the accident, Air Methods implemented required review of night VFR flights and equipped all helicopters for night vision goggle operations.