History of Flight
On November 16, 2018, about 1130 central standard time, a Bell OH-58C helicopter, registration N510CP, was substantially damaged when it crashed near Verbena, Alabama. The pilot and passenger were fatally injured. The helicopter was operating as a Title 14 Code of Federal Regulations Part 91 positioning flight.
According to a mechanic, the helicopter was being repositioned to Chilton County Airport (02A) in Clanton, Alabama, for routine maintenance. The pilot departed Columbus Airport in Columbus, Georgia, then stopped at Auburn University Regional Airport to pick up a passenger before continuing to 02A.
Witnesses reported that the helicopter approached a river from the east and flew north over the river at a low altitude before maneuvering to head south. One witness observed the helicopter "catch and turn" then impact the water. Another witness heard a loud explosion and later saw wreckage below where power lines had been, noting that the power lines were no longer across the river. After the accident, a severed power line was found in the river.
Wreckage and Impact Information
The accident occurred on the Coosa River, which is about 1,500 ft wide at that location. The wreckage was located about 700 ft from shore and about 400 ft downstream from power lines. The main rotor hub and blades were not recovered. The main rotor mast exhibited an overstress fracture at the separation point, with visible deformation near the fracture. The upper wire strike protection was intact.
The main transmission input shaft was not recovered. The freewheeling unit could be rotated in the freewheeling direction. The first segment of the tail rotor drive shaft, between the engine reduction gearbox and the oil cooler blower, was fractured but remained connected at its ends. Tail rotor control continuity was confirmed from the tail rotor blades to the forward section of the tail boom. Manipulation of the tail rotor drive shaft at the forward section resulted in movement of the tail rotor. Continuity was also confirmed from the forward section of the tail boom to the tail rotor pitch links. Tail rotor control continuity from the bellcrank forward of the main rotor transmission to aft fuselage was confirmed through multiple overload fractures. The tail rotor blades were whole without impact damage.
The main rotor transmission separated from its right-side pylon mount but remained connected to the left-side mount. Both mounts stayed installed on the airframe. The main rotor hydraulic actuators remained installed and secure. The main transmission input shaft coupling exhibited an overload fracture.
Main rotor flight control continuity was confirmed from the swash plate and collective lever to hydraulic actuators, and subsequently to the broom closet through multiple overload fractures. Both cyclic controls were impact separated from their mounts but remained attached to the cockpit structure via electrical wiring. The left collective control remained attached to the fuselage through wires. No pedal controls or the right collective control were located.
Fuel was present in the supply line to the fuel spray nozzle without debris. Engine controls were impact separated from attachment points. The engine control on the left collective appeared intact and continuous through the cable until the steel sheath was pulled, but not separated.
The engine oil reservoir contained oil. The engine bleed valve could be operated by hand. The N1 and N2 turbines could not be rotated. Compressor vanes were impact damaged, with some first-stage blades bent opposite the direction of travel. Rotational scoring was noted on the compressor blade case. The oil cooler blower could be rotated by hand. First-stage power turbine blades examined with a borescope showed no thermal damage. Examination of the engine revealed no evidence of preimpact damage, failure, or fire.
Medical and Pathological Information
The autopsy of the pilot, performed by the Alabama Department of Forensic Sciences, determined the cause of death as blunt impact injuries. Toxicology testing at the FAA Forensic Sciences Laboratory was negative for carbon monoxide and ethanol. Rosuvastatin, a prescription cholesterol-lowering medication not considered impairing, was identified in blood and urine specimens.