History of Flight
On July 5, 2018, about 0914 local time, an MD Helicopters (Hughes) 369D helicopter, registration N8648F, departed from a landing platform on a Taiwan-registered fishing ship near the Republic of Nauru in the Marshall Islands. Approximately 20 seconds after liftoff, the helicopter impacted the Pacific Ocean. The commercial pilot and a non-pilot-rated observer, who served as a fish-spotter, sustained fatal injuries. The helicopter was destroyed by impact forces and salt water immersion.
The helicopter was registered to Vertol Systems Company (VSC) of Hillsboro, Oregon, and operated as a Title 14 Code of Federal Regulations Part 91 aerial observation flight. Visual meteorological conditions prevailed. No flight plan was filed.
A forward-facing surveillance video camera on the ship recorded the helicopter's liftoff and water impact. The helicopter was positioned on the ship's landing platform, about 40 ft above the waterline. The sky was clear, the sea calm, and the water surface glassy with no waves and minimal swells. The helicopter faced about 45° to port, and the left cockpit door was not installed. After liftoff, the helicopter began an immediate descending right turn of about 90°, then re-entered the camera frame traveling from right to left ahead of the ship's bow. It left visible disturbances on the water surface before contacting the water and nosing over into an inverted position. The wreckage remained afloat.
The ship captain dispatched two skiff boats to rescue the occupants. Both were recovered from inside the helicopter but could not be resuscitated. The wreckage was recovered and secured on deck. About 4 days later, the helicopter was delivered to VSC's facility on Majuro Atoll, where it was righted and partially disassembled for storage before examination.
Personnel Information
The pilot held a commercial pilot certificate with rotorcraft-helicopter and instrument helicopter ratings, as well as a flight instructor certificate. As of November 2016, he had accumulated about 650 total flight hours, including about 428 hours in turbine-powered helicopters. He began flying for VSC in 2017. His most recent VSC Annual Competency Check was completed in March 2018, and his most recent FAA second-class medical certificate was issued in October 2017.
Aircraft Information
The accident helicopter was manufactured in 1978 and equipped with a Rolls-Royce (Allison) 250-C20B turboshaft engine. As of June 30, 2018, the helicopter had about 17,560 hours total time, and the engine about 15,645 hours. The engine had been removed from another VSC helicopter and installed in the accident helicopter on that date.
Meteorological Information
Wind speed was less than 10 knots, visibility 10 miles, clear skies, and temperature 31°C.
Wreckage and Impact Information
Examination in Majuro about 2 months after the accident revealed the fuselage mostly intact but most of the tailboom absent. All four landing gear struts were attached. Crush and skin deformation were present along the upper aft fuselage and upper aft left cockpit. Both aft doors were present and attached; both front doors were absent, consistent with not being installed for the flight. Most windscreen and cabin Plexiglas were absent.
The cockpit retained most of its original volume. The battery and start pump switches were on, the fuel valve handle was open. No seat pan deformation was observed. Both seats had four-point harnesses; lap belts had been cut during rescue. Flight controls were installed only at the left cockpit station. Continuity was verified from collective to the tunnel-routed control tube. The cyclic stick was connected but the upper ends of control tubes were fractured. Antitorque pedals were free and continuous.
Most of the tailboom, including tail rotor and stabilizers, had separated and were not recovered. The main rotor hub remained attached; five main rotor blades were present but some were wrapped around the head or missing. The main transmission was securely attached but damaged by saltwater corrosion and seized. No metal particles on chip detectors. The engine remained mounted with external impact damage. Oil reservoir overfilled consistent with transit orientation. Engine fuel system components were intact, and fuel sample was clear and straw colored with no contamination.
All observed damage was consistent with water impact and immersion, and no pre-impact abnormalities were found that would preclude normal operation.
Additional Information
Pilot Text Messages
The day before the accident, the pilot exchanged text messages with his wife indicating that the helicopter had starting issues due to a rain storm, including dry starts that led to smoke and oil. He reported that the problem was resolved after a 1.5-hour flight and that he would be flying again soon.
Glassy Water Operations
The FAA Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Manual describes glassy water as potentially hazardous due to difficulty judging height above the water. It notes that lack of surface features can make depth perception difficult and suggests using nearby objects for reference.
Controlled Flight into Terrain
The FAA defines controlled flight into terrain (CFIT) as occurring when an airworthy aircraft is flown into terrain, water, or obstacles with inadequate pilot awareness. Advisory Circular 61-134 identifies loss of situational awareness as a risk.
Medical and Pathological Information
No autopsy was conducted before embalming. An autopsy at the US Armed Forces Medical Examiner Office concluded the pilot's cause of death as "probable drowning." Toxicology testing detected chlorpheniramine, a sedating antihistamine, in the pilot's liver. This medication can slow reaction times and impair abilities. The FAA recommends waiting 5 days after the last dose to perform airman duties. No other drugs were detected.
Organizational and Management Information
VSC leased helicopters and pilots to various companies, including foreign fishing operations in the Pacific. They had a logistics base on Majuro. No helicopter maintenance personnel were stationed on the fishing ships; maintenance was provided on an as-required basis. No VSC maintenance personnel were aboard the ship before or on the day of the accident.