History of the Flight
The helicopter, a Bell 206B Jet Ranger registered as C-GUIK (serial number 1908), was operated by Sunrise Helicopters Incorporated. On 4 July 2012, the aircraft was completing an application flight spraying fungicide near Angusville, Manitoba. During a spray run, the helicopter descended and contacted the crop, then struck the ground. The helicopter came to rest on its left side, sustaining substantial damage. The pilot was taken to hospital with serious injuries. The accident occurred during daylight hours at 1045 Central Daylight Time, in visual meteorological conditions. There was no post-crash fire, and the 406-MHz emergency locator transmitter activated on impact.
The pilot had ferried the aircraft from North Bay, Ontario, to Russell, Manitoba, arriving on 30 June 2012 to conduct agricultural spraying in the surrounding area. A specially modified tanker truck, carrying chemicals and aviation fuel and fitted with a landing platform for the boom-equipped helicopter, was also deployed to Russell. During spraying operations, the truck was parked into wind at the area to be sprayed. The pilot landed multiple times on the platform, where a company ground handler dispensed fuel and chemicals. Spraying operations began on 1 July 2012 and were conducted daily until the accident. The flights were flown at 15 feet above ground level, at 80 mph. On at least two occasions in previous days, the pilot had flown the helicopter into the crop and returned with crop stuck in the skid gear.
On the day of the accident, spraying began around 0830. At about 1030, the helicopter was flying in a northerly direction towards slowly rising terrain. It contacted the crop, then struck the ground. The pilot exited the wreckage and walked back to the tanker truck. The accident occurred behind a ridgeline between the truck and the helicopter, and was not observed by the ground handler. No supervisor or other company personnel were on site.
Helicopter Information
Records indicate the helicopter was certified, equipped, and maintained in accordance with regulations. Weight and center of gravity were within limits, and sufficient fuel was on board. No technical difficulties were noted before the event. The helicopter had undergone a 100-hour inspection on 28 June 2012, approximately 33 hours before the occurrence. An agricultural navigation (AGNAV) system display was mounted on the right side of the instrument panel, in the pilot's line of sight. The optional light bar had been discontinued because the display provided more useful information and the lights were considered an additional distraction.
Site and Wreckage Examination
The field was located in gently rolling terrain, about 1 mile square (640 acres), with a 2- to 3-foot-high green wheat crop. A small brown patch was present in a low-lying drainage area. Tracks from the helicopter's skids indicated it had descended into the drainage area and started up the slope. The helicopter struck the ground in a slight right-skid-low attitude. The right spray boom contacted the wheat, followed by the left spray boom. The nose and belly tank struck the ground along with the main rotor blades, leaving eight distinct rotor-blade marks. The helicopter flipped, tearing free the main transmission, rotor assembly, and tail section, and came to rest on its left side approximately 225 feet from the initial crop contact. No pre- or in-flight malfunction was found; all control system breaks were overload failures from impact forces. Main rotor and engine drive shaft damage was consistent with normal engine power at impact. The pilot wore a helmet and was restrained by a 4-point harness.
Pilot and Training
The pilot was certified and qualified for the flight. Hired in June 2010 after an 8-month training program, the pilot had approximately 102 helicopter flight hours (primarily on Robinson R22 and R44) at graduation. For the first two years of employment, the pilot worked as a chemical loader. In May 2012, the pilot received 10.4 hours of flight training on the Bell 206B. In June 2012, the company's chief pilot provided training in forestry spraying operations at 10 feet above trees, with vertical references. No training was conducted over uniform terrain similar to the accident site. Spray flight training totalled 12.1 hours, completed on 26 June 2012. About 11 hours involved AGNAV use; the pilot was trained to use outside visual references for alignment. Company procedures stated the AGNAV should be set up before flight and viewed only briefly, with majority attention outside. Two days after training, the pilot flew C-GUIK to Russell. At the time of the accident, the pilot had about 200 total hours, including about 120 hours on the accident type. Over the previous four days, the pilot had flown approximately 22 hours and worked about 30 hours; the evening before the accident, flying ended around 1916.
Weather
No official weather reports were issued for Angusville. At 1100, Brandon (70 miles southeast) reported northwesterly wind 12 knots gusting 17 knots, visibility 15 statute miles, no cloud below 5100 feet agl, temperature 21°C, altimeter 29.74 inHg. Weather at the accident site was similar: clear skies, winds 18 km/h gusting 22 km/h, within the company limit of 25 km/h.
Risk During Low-Level Operation
The source notes that spraying operations at very low level involve high workload and significant consequences of distraction. It references U.S. Armed Forces low-level flight awareness concepts, dividing tasks into terrain-clearance (aerodynamic control, flight path, altitude control, time control) and mission tasks (critical and non-critical). Training must emphasize terrain-clearance tasks. Tables provided calculate time to impact for various flight path angle deviations specific to the accident conditions, but no causal conclusion is drawn.
The accident investigation did not assign a probable cause.