History of Flight
On March 24, 2023, at 1217 Pacific daylight time, a Bell 407 helicopter, registration N14Z, was destroyed when it struck terrain near Nuevo, California. The pilot and a pilot-rated passenger were fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal trip. According to a family member, the helicopter was en route to Big Bear, California, for a weekend skiing trip. The pilot's cell phone had a crash notification feature that triggered an automatic call to a family member, who then alerted first responders. The wreckage was located near the peak of a rocky hilltop at 1243.
ADS-B data showed the helicopter departed French Valley Airport (F70) in Murrieta/Temecula, California, at 1205 and flew north at an altitude of about 500 to 600 ft above ground level (agl). The last ADS-B point was at the accident site, about 18 miles north of F70.
Wreckage and Impact Information
The helicopter came to rest approximately 330 ft downslope on rocky, hilly terrain at an elevation of 2,560 ft above mean sea level. All major components were within the main wreckage site. The debris field extended from the top of a small hill down the hillside, beginning with small fiberglass fragments consistent with main rotor blade material on a large rocky outcrop. Ground scars about 60 ft beyond the initial impact point were consistent with multiple tail rotor blade strikes. No main rotor strikes were found after the initial impact point.
The airframe was extensively damaged; the tailboom separated, and the main rotor hub remained attached to the transmission, which was fractured from the passenger compartment. Two main rotor blades had extensive impact damage, while the other two sustained less damage. The cockpit and flight controls were severely damaged. The helicopter had left-side dual controls (cyclic, collective, and tail rotor pedals). Main rotor flight control continuity for cyclic and collective systems was confirmed from the input sticks to the main rotor hub assembly, with overload fractures consistent with impact forces. No preimpact anomalies were found in the main or tail rotor flight controls or hydraulics; all fractures were due to overload at impact. The hydraulic reservoir contained fluid and the screen was debris-free.
The three main rotor servos were all connected to the servo support, which remained attached to the fractured roof section. The servos were removed and functionally tested with no anomalies noted. The rotating swashplate rotated freely by hand and moved freely with collective lever movement. Drive shaft continuity was confirmed through impact fractures from the engine gearbox to the tail rotor. No preimpact anomalies were found in the fuel system; fuel remained in the aft main fuel cell. Postaccident examination of the engine and airframe revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.
Additional Information
Two GoPro cameras were found at the debris field and sent to the NTSB Vehicle Recorders Laboratory. Video from one camera ended before takeoff. The other captured the entire 9-minute flight from takeoff to impact, mounted on the helicopter's right skid. The video showed departure and low-level maneuvering over elevated terrain on two occasions. About 6 minutes after takeoff, the helicopter crossed a hill crest at an altitude between 30 and 40 ft agl (based on embedded GPS data). About 3 minutes later, the pilot flew over the next line of hills at about 30 ft agl, then turned left and flew low-level along a ridgeline. Approaching the crest, the pilot initiated a steep right turn with a bank of about 60°. Moments later, as the helicopter passed over a rocky outcropping at the hilltop, the main rotor blade contacted terrain, and shards of the blade were visible on the video.
Medical and Pathological Information
An autopsy of the pilot was performed by the Riverside County Sheriff-Coroner. The cause of death was multiple blunt force injuries, and the manner of death was accident. Toxicological testing showed the pilot had used zolpidem, a sedating medication. The precise timing of last use and whether it caused significant impairment at the time of the crash could not be determined from the cavity blood and urine levels. The pilot also tested positive for chlorothiazide, hydrochlorothiazide, and lisinopril, which are not typically impairing.
The pilot-rated passenger's toxicological tests were positive for acetaminophen, amlodipine, atorvastatin, chlorathiazide, hydrochlorathiazide, sildenafil, desmethylsildenafil, and rivaroxaban, none of which are typically impairing.