History of Flight
On December 19, 2023, about 2004 eastern standard time, an American Eurocopter AS350B2 helicopter, registration N606HD, was destroyed in an accident near Hammonton, New Jersey. The pilot and videographer were fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as an ENG (Electronic News Gathering) operation. According to the operator's chief pilot, the helicopter departed Northeast Philadelphia Airport (PNE) at about 1923 after being dispatched to a scene 44 nautical miles south/southeast in the Smithville, New Jersey area. This was the third flight of the day for the crew; the helicopter had been refueled before departure. The helicopter arrived on scene about 20 minutes later and began orbiting to collect video footage. After approximately 10 minutes, the news station assignment desk cleared the crew to return to PNE via radio. About 2200, the assignment desk notified the operator that they could not contact the crew. The operator confirmed the helicopter had not returned to PNE and contacted state and local authorities, as well as the FAA, with tracking information. ADS-B data indicated the last position about 4 nautical miles east/northeast of Hammonton Municipal Airport (N81).
FAA ATC data showed that after orbiting, the helicopter climbed to about 1,000 ft msl heading direct to PNE. At 1952, the pilot advised they were heading back; he declined flight following. Radar service was terminated about 1959. About 2001, the helicopter drifted right of course. At 2001:54, it began descending through 775 ft; by 2002:16, it descended through 700 ft at 93 kts; at 2003:08, through 400 ft at 103 kts; at 2003:25, through 250 ft at 107 kts. The last data point at 2003:37 showed a ground speed of 115 kts. A witness observed a solid light traveling quickly at a steep descent angle, without fire or explosion. Another witness saw a "giant orange ball" in the forest.
Personnel Information
The pilot was the lead pilot for the operator, employed for about 19 years. He was seated in the front right seat. The videographer was the lead photographer, also employed for about 19 years, seated in the rear left seat without access to flight controls; his primary duty was to operate ENG equipment.
Meteorological Information
A High-Resolution Rapid Refresh (HRRR) model sounding estimated the atmosphere below 15,000 ft was cloud-free except for a shallow layer of few clouds near 4,200 ft. The freezing level was about 900 ft; surface wind from the northwest about 5 kts, veering to north at 30 kts near 5,000 ft. Radar showed no pertinent echoes. No SIGMETs, Center Weather Advisories, or Meteorological Impact Statements were active. Graphical AIRMETs for moderate icing between the freezing level and 8,000 ft were valid at the accident time. Moonrise occurred at 1209; at the accident time, the moon was at azimuth 219°, altitude 41°, with 53% illumination.
Wreckage and Impact Information
The wreckage was located about 0005 on December 20 in a densely wooded area of Wharton State Forest. The wreckage path extended about 600 ft on a 320° heading from the first tree strike to the main wreckage. Most of the helicopter was consumed by postcrash fire, except parts of the tailboom, doors, and small pieces. The airframe was destroyed and heavily fragmented. The instrument panel was separated and heavily damaged. Main rotor blades remained attached to the rotor head, exhibiting damage consistent with high rotational energy. The chip detector was clean. Flight control continuity could not be established due to fire damage, but no preimpact anomalies were noted. Dual flight controls were installed; collective arms were about mid-position; fuel flow control lever near forward. The pilot's cyclic grip was separated. Doors were separated. No evidence of bird strike was found. Engine examination revealed no anomalies that would have precluded normal operation.
Additional Information
A third witness reported an unusual grinding noise from a helicopter overhead; a fourth reported a 3-ship formation of C-130 airplanes in the area. The C-130s were from the 166th Airlift Wing; they had visually identified the helicopter and reported "traffic in sight." Radar and ATC audio indicated no loss of separation; the C-130s were about 1,000 ft higher.
Flight Recorders
The helicopter was equipped with an Appareo Vision 1000 recorder. The device sustained severe heat damage; an SD card was recovered but not installed in the device's slot. The internal non-volatile memory contained 532 images showing a laboratory bench, indicating the device was not powered on during the accident flight; no accident-related data were recovered. The SD card contained video files from an external camera, time-stamped April 6, 2022, not relevant. Mobile phone records for the pilot showed no calls or texts from 1923 to 2004; internet activity occurred but could not be attributed to user actions.
Medical and Pathological Information
The pilot, a 68-year-old male, sustained multiple injuries; his autopsy was limited due to injury extent. His last FAA medical examination was July 18, 2023, with conditions including prediabetes and high blood pressure. He reported using metformin, valsartan, nifedipine, carvedilol, simvastatin, and alfuzosin. He was issued a second-class medical certificate with corrective lenses. Toxicological testing detected various substances, including chlorpheniramine (a sedating antihistamine), telmisartan, HCTZ, tadalafil, and others. The pilot's cause of death was multiple injuries, manner accidental.