History of Flight
On February 9, 2024, about 2208 Pacific standard time, an Airbus Helicopters EC 130B4 helicopter, N130CZ, was destroyed when it crashed near Halloran Springs, California. The two pilots and four passengers were fatally injured. The helicopter was operated by Orbic Air, LLC, as a Title 14 Code of Federal Regulations (CFR) Part 135 on-demand flight.
According to company records, Orbic Air coordinated two charter flights with a broker. The first leg was to transport passengers from Palm Springs International Airport (PSP) to Boulder City Municipal Airport (BVU). Three days later, a return flight was planned. The broker initially requested a twin-engine aircraft with an instrument-rated pilot, but Orbic Air's capability was limited to a single-engine aircraft and VFR operations. The company added a second pilot for the nighttime flights as a standard precaution.
On the accident day, the pilot and a company pilot/mechanic traveled to Camarillo Airport (CMA) to pick up the helicopter. The helicopter had undergone maintenance including installation of a Garmin GTN 650 navigator and repair to the radar altimeter. The director of maintenance (DOM) conducted a 4-minute test flight at 1615, noting no deficiencies.
A Flight Risk Assessment (FRA) form completed at 1613 gave a total trip score of 12, indicating low risk. The Part 135 leg was from PSP to BVU; other legs were Part 91.
The pilot and mechanic departed CMA at 1727, arriving at Bob Hope Airport (BUR) at 1743. During that flight, the pilot texted the DOM that the radar altimeter was inoperative. At BUR, the mechanic attempted troubleshooting via phone with the DOM. The DOM was unsure if the radar altimeter was fixed and told the mechanic to bring the helicopter back to CMA, but the pilots were in a hurry and the mechanic packed his tools; the helicopter departed to PSP.
The company flight follower (also Orbic Air's president) spoke with the pilot about the radar altimeter issue, saying if it's working, okay, but if not, don't take the flight. No weather concerns were raised. ADS-B data showed departure from BUR at 1822 and arrival at PSP at 1907. The pilot and flight follower exchanged messages but did not discuss the radar altimeter status. Surveillance video showed pilots in the lobby for about 50 minutes using cellphones.
After refueling with 41 gallons, the Part 135 flight departed PSP at 2045 under night VFR, following highways toward I-15. ADS-B data was lost about 2146 near Barstow due to low altitude and terrain, resuming near Halloran Springs about 2206. The last data points showed a rapid descent. SpiderTracks data indicated the helicopter deviated from I-15 by about 3,100 ft before returning. Several witnesses on I-15 reported seeing a fireball and described weather as rain with snow mix.
Personnel Information
The pilot was hired in 2021, completed initial Part 135.293 competency check in a Robinson R-44 on September 8, 2022. According to his resume, he had about 6.2 hours of turbine time, 117 hours of instrument time (69.4 in simulators), 48.8 hours simulated IMC, and 0 hours actual IMC. He completed a competency check in the accident helicopter on July 10, 2023, including maneuvers for inadvertent IMC (IIMC) recovery.
The safety pilot was hired in 2022, completed initial Part 135.293 check in a Robinson R-44 on May 17, 2023, including IIMC recovery. He was assigned as Part 135 PIC in the Robinson R-44.
Aircraft Information
The helicopter, manufactured in 2006, was purchased by Orbic Air on March 16, 2022. FAA documents showed equipment changes including removal of Bendix King KR87 ADF and installation of a FreeFlight TRA3500 radar altimeter.
Maintenance records showed four radar altimeter issues between June 2022 and the accident. The February 9, 2024 maintenance included radar altimeter repair (repaired coax, reinstalled antennas). The DOM reported intermittent issues depending on power sequence; pilots were instructed to turn the radar altimeter on after the generator came online.
Onboard documents included a flight log, maintenance compliance log, dual control log, and aircraft status report, but no aircraft discrepancy log was present. The DOM stated that discrepancies were reported via text or call, with no written record. Pilots typically did not review maintenance records before accepting an aircraft.
Meteorological Information
No records of a preflight weather briefing were found. The National Weather Service Las Vegas Area Forecast Discussion at 1402 predicted scattered rain and snow showers. An update at 1904 included ceilings 4,000-5,000 ft msl with snow showers near 4,000 ft.
TAF for Henderson Executive Airport (HND), 14 miles west of BVU, forecast at 1520: wind 190° at 7 knots, visibility >6 sm, light rain, scattered 3,500 agl, overcast 5,000 agl. At 2136: moderate rain showers, scattered 5,000, overcast 9,000.
G-AIRMET valid for 2200 reported moderate icing from freezing level (about 5,300 ft) to 16,000 ft. IFR and mountain obscuration G-AIRMETs were north of the accident site.
At 2155, Bicycle Lake Army Airfield (38 miles west) reported wind 210° at 7 knots, visibility 10 sm, overcast 5,500 agl, temperature 7°C, dew point 0°C.
At 2156, HND reported wind 250° at 4 knots, visibility 10 sm, broken 9,000, overcast 11,000, temperature 6°C.
At 2150, Barstow-Daggett Airport (55 miles southwest) reported wind 250° at 15 knots, visibility 10 sm, clear, temperature 7°C.
A model sounding near the accident site at 2200 indicated broken/overcast clouds from 9,500 to 15,000 ft, freezing level 5,300 ft, and potential for light clear or rime icing between 5,900 and 8,300 ft.
Witnesses reported rain mixed with snow. Responding officers reported low visibility due to snow, ice, high winds, and rain; temperature about 35°F. The San Bernardino Sheriff's Department air unit could not respond due to dangerous flying conditions.
Wreckage and Impact Information
The wreckage was located at an elevation of about 3,360 ft in mountainous desert terrain. Debris were scattered about 300 ft along a 120° magnetic heading from the initial impact point.