Accident Overview
On October 7, 2024, at 1730 eastern daylight time, a Bell 206L3+ helicopter, registration N230AE, was destroyed when it struck a guy wire supporting a television transmission tower in Owenton, Kentucky. The helicopter was operated by Air Evac Life Team as a Title 14 Code of Federal Regulations Part 135 air medical flight. The pilot, a flight nurse, and a flight medic were fatally injured.
Preliminary Information
Communication records from the Kentucky State Police indicate that the flight was requested at 1714, and three minutes later, the flight was confirmed with a 14-minute estimated time of arrival. Coordination between the landing zone (LZ), adjacent to a local high school, and the accident helicopter continued while en route. At 1724, the helicopter was advised that fire units had not yet arrived; the pilot stated he would circle until the LZ was prepared. At 1729, the pilot reported the high school in sight and that they would perform "a couple of recons, and then head down." At 1731, county fire units reported a helicopter accident. Several witnesses observed the helicopter approaching from the north at low altitude with no unusual sounds or movements. A guyed television signal transmission tower, 601 ft above ground level (1,559 ft mean sea level), was located on the high school campus adjacent to the LZ. Witnesses saw the helicopter strike one of the guy wires, causing the main rotor to separate from the helicopter before the fuselage and rotor system descended separately.
Flight Track and Environmental Factors
ADS-B track data shows the helicopter approached the tower from the northeast on an approximate ground track of 210° magnetic at an altitude of about 1,300 ft msl. At the time of the accident, the sun was 18° above the horizon on an azimuth of 246°.
Pilot and Aircraft Details
The pilot held an airline transport pilot certificate with ratings for airplane multiengine land and rotorcraft-helicopter, and multiple type ratings. The operator reported the pilot had 19,638 total flight hours, with 7,791 hours in the accident helicopter make and model. The helicopter was manufactured in 1990 and powered by a Rolls-Royce M250-C30P turboshaft engine. The most recent inspection was completed on September 16, 2024, at 12,401 total aircraft hours. The helicopter was equipped with a two-axis autopilot, Garmin 650 GPS, Garmin 500txi cockpit display, synthetic vision, and a Helicopter Terrain Awareness and Warning System (HTAWS).
Wreckage Examination
Examination of the wreckage revealed that all major components were accounted for. The fuselage came to rest on its left side about 670 ft beyond the base of the tower on an approximate azimuth of 220°, and was destroyed by impact and fire. The tailboom remained attached but was deformed. The tailrotor and tailrotor gearbox were separated and found entangled in the wreckage. One main rotor blade was separated from its grip and damaged by fire. All flight controls displayed fractures consistent with overload separation; hydraulic servos exhibited overload bending and fractures. The cockpit instruments and avionics were destroyed. The main rotor mast was fractured at its base near the top of the transmission case, with features consistent with overload separation. The KAflex main driveshaft was attached but could not be rotated due to surrounding damage and displayed severe rotational scoring. The engine remained in its mounted position with fractured mounts; the KAflex driveshaft was partially fractured at the engine-driven end. Compressor damage included impact damage and impeller blade bending opposite to rotation, consistent with engine operation and ingestion of material during impact. The main rotor hub and blade assembly with the mast was found about 300 ft past the tower base on a 192° azimuth. The white blade was accounted for entirely, with the separated outboard section embedded in the ground adjacent to the fractured end. The silver blade was fractured about mid-span; the outboard 5 ft section was found 525 ft from the tower base on a 335° azimuth. Both blades had leading-edge gouges and striations similar in dimension to guy wire strands.
Tower Inspection
A structural engineering firm inspected the tower after the accident. The inspection included each guy anchor, guy wire tensions, tower plumb, a drone survey, and a climb. The lower hardware for the top northwest guy wire was damaged: the guy wire tensioning rods were bent and vibration dampers broken off. No other tower damage was observed. An exact impact location could not be identified.