History of Flight
On June 6, 2013, about 2315 eastern daylight time, a Bell 206 L-1 helicopter, registration N114AE, was destroyed when it impacted the ground in an elementary school parking lot while on approach to the company's helicopter landing zone near Manchester, Kentucky. Night visual meteorological conditions prevailed; however, reports of patchy fog were reported by numerous eyewitnesses. The helicopter was operated by Air Evac EMS Inc. under Title 14 Code of Federal Regulations Part 91 as a repositioning flight to the company-owned helipad. The flight originated from the St. Joseph-London Heliport (5KY9), London, Kentucky about 2259.
Numerous eyewitness accounts were recorded. Some reported the helicopter was "flying lower than normal" and "spinning" prior to impact. Others observed a nose-down attitude, impact, and a fireball, with visibility around 1/4 mile. One witness saw the helicopter in a tail-low attitude, then level, before engine noise ceased.
Personnel Information
The pilot held an airline transport pilot certificate with additional ratings, including commercial helicopter and instrument helicopter, and a flight instructor certificate. He held a second-class medical certificate with a near-vision glasses restriction. He was hired on February 16, 2013, and reported 4,877 total flight hours, including 1,902 hours in helicopters and 1,600 hours in Bell 206/OH 58 models. Since employment, he had logged 54.4 total hours with the company, and 13.2 hours of night vision goggle experience. In the three days preceding the accident, he worked 36.6 hours of duty and 2.5 hours of flight time, with 53.2 hours off.
Aircraft Information
The helicopter was issued an airworthiness certificate on September 26, 1980, and registered to Air Evac EMS, Inc. on October 31, 2002. It was equipped with an Allison 250-C30P engine (650 shaft horsepower) and modified as an "L-1 Plus." The most recent event 1 inspection was completed on June 6, 2013. A SkyTrac system recorded data every 5 seconds.
Communications
At 2312:24, the pilot announced "one oh nine roger show us arriving at the base." The operator's central communication responded at 2312:30: "air evac one oh nine got you on final for base." At 2315:02, a male voice was recorded saying "no." No other recordings were captured.
Meteorological Information
The 2339 weather observation at London-Corbin Airport (LOZ) reported calm wind, 2 1/2 miles visibility due to mist, scattered clouds at 8,000 feet agl, temperature 19°C, dew point 19°C, altimeter 29.80 inHg. The 2253 observation reported calm wind, 6 miles visibility due to mist, scattered clouds at 5,500 feet agl, temperature 20°C, dew point 19°C, altimeter 29.81 inHg. The NWS Surface Analysis Chart for 2300 indicated a low-pressure center near the accident location. An AIRMET for IFR conditions was active at the accident time, issued at 2245. The area forecast discussion noted possible fog or low stratus overnight.
Airport Information
The intended helipad was privately owned, 40 ft by 40 ft, located approximately 750 ft northwest of the accident site, at 895 ft mean sea level.
Wreckage and Impact Information
The helicopter impacted the parking lot on its right side in a partially inverted attitude, then exploded. The debris path extended from about 300 ft prior to the main wreckage to about 90 ft past. The main rotor blades and upper deck came to rest about 300 ft east of the impact site; the tailboom and tail rotor assembly came to rest about 300 ft northeast. A tree near the main rotor blade exhibited limb damage consistent with rotor blade contact. A fluid splatter, resembling oil, was found along the debris path. The cockpit/cabin section was inverted and thermally damaged. Control continuity was confirmed from the aft bulkhead to the tail rotor. Two sets of shoulder harness latches for the flight nurse and paramedic seats were unsecured. The landing skid assembly was separated and exhibited crush and scrape damage. The tailboom fractured aft of the intercostal support. The engine was found inverted and co-located with the cabin; examination revealed no anomalies preventing normal operation. The main rotor assembly and transmission were located under 3-phase power lines; the blades bore marks consistent with contact with those lines. The mast exhibited a slight S-bend. Bird remains were found on the main rotor assembly; DNA testing identified a sample as 99.6% match to a Least Flycatcher (Empidonax minimus), but reliability required ≥98%.
Organizational and Management Information
Air Evac EMS, Inc. received an FAA operating certificate in February 1986. At the time, the company operated 114 bases in 15 states. The accident crew was based in Manchester, Kentucky. The company employed about 450 pilots. Minimum pilot hiring requirements included 2,000 total hours, 500 turbine hours, 100 night hours, and an instrument rating.
Operational Information
Pilots were required to use a Risk Assessment Worksheet. The short form had 17 areas; a score below 35 points allowed pilot discretion. The accident flight had a risk score of 30 points, not requiring long form or consultation. Weather minimums for the flight, considered cross-country, were 1,000 ft ceilings and 5 statute miles visibility. The helicopter was equipped for night vision imaging and terrain awareness. Pilot training included ground and simulator sessions every six months, covering unusual attitudes, inadvertent instrument meteorological conditions, and emergency procedures.
The Operational Control Center (OCC) in O'Fallon, Missouri housed dispatchers and operational controllers. The OCC had authority to decline or terminate flights. SkyTrac provided satellite tracking.
Engine Examination
Postaccident engine examination at Rolls-Royce revealed nothing that would prevent normal operation; rotation scoring was consistent with operation at impact.
Examination of Bird Remains
Samples from the main rotor assembly were tested for feathers; none were found. DNA analysis identified one sample as a Least Flycatcher (Empidonax minimus) with 99.6% match.
Pre Flight Risk Assessment
The pilot reported a risk score of 30 points using the short form, which was below the 35-point threshold for requiring the long form or consultation with the OCC.