N407JJ

HISTORY OF FLIGHT

On December 14, 2006, about 1815 eastern standard time, a Bell 407, N407JJ, operated by HeloAir Inc., was destroyed when it impacted terrain during takeoff from a private farm field near Dagsboro, Delaware. The certificated commercial pilot and the passenger were fatally injured. Instrument meteorological conditions prevailed, and a visual flight rules (VFR) Air Defense Identification Zone (ADIZ) flight plan was filed for the flight, destined for Washington Dulles International Airport (IAD), Dulles, Virginia. The non-scheduled passenger flight was conducted under 14 Code of Federal Regulations (CFR) Part 135.

According to the operator, the pilot began her work day at 1115, and departed from the helicopter's base in Manassas, Virginia, at 1215. The pilot picked up the passenger at his private residence at 1230, and dropped him off at a golf club in Ocean View, Delaware, at 1330. She then proceeded to Sussex County Airport (GED), Georgetown, Delaware, and refueled the helicopter. The pilot departed Georgetown about 1650, and was scheduled to pick up the passenger at the golf club, about 1730, and return him to Washington Dulles Airport.

Another pilot saw and spoke with the accident pilot while at the airport in Georgetown. The pilot observed the accident pilot as she used the weather computer in the pilot lounge to obtain weather information. He then discussed some of this information with the accident pilot including the weather radar, surface observations, and forecasts, as well as general weather patterns in the area. He described that the accident pilot was "nervous" about the weather, and that she expressed this concern to him. The accident pilot checked the weather several times before she departed Georgetown.

About 1700, two witnesses observed the helicopter flying at an altitude about 75 feet above the trees, in the vicinity of the accident site. One witness observed the helicopter disappear into fog, and then reappear traveling in the opposite direction. When asked to describe the lighting and the weather in the area at the time, the other witness stated that it was dusk, and that fog was beginning to form. She added that by the time it was dark, around 1730, the fog had worsened and "you couldn't see."

About 1715, the accident helicopter landed in a farm field. The property owner did not recognize the helicopter, became concerned, and contacted the Delaware State Police. A state trooper arrived at the helicopter around 1730, and spoke with the pilot. The pilot advised the trooper that she was scheduled to pick up a passenger at a nearby golf club, but was unable to land there due to fog. She diverted from the intended destination and landed in the field to await the passenger's arrival. When he was asked about the light and weather conditions at the time that he talked to the pilot, the trooper noted that it was "dark and foggy."

According to the automobile driver of the helicopter passenger, the passenger informed him about 1745 that the helicopter had landed in a farm field about 5 to 7 miles from their location. The driver and passenger departed the golf club, and after the pilot gave him a description of her location, the driver was able to find the helicopter.

The driver stopped his vehicle in front of the helicopter, and greeted the pilot. He then asked the pilot if she felt comfortable with the conditions. He specifically pointed out the power lines, irrigation equipment, and the tree line adjacent to the helicopter. The pilot replied that it was a "piece of cake," and pointed to the sky above. The driver recalled that at that time, the stars could clearly be seen. The pilot stated that her only worry was getting across the Chesapeake Bay and to Dulles on time. The driver then asked the pilot if she needed or wanted to use the headlights of his vehicle in any way, to which the pilot responded that it was not necessary. The driver then pulled the vehicle away, and briefly stopped to watch the helicopter take off. Due to the dark lighting conditions and the foggy weather, the driver was unable to see the helicopter or its lights. He drove away shortly thereafter.

A witness was working about 800 feet from the accident site at the time of the accident. According to the witness, about 1815, he heard the helicopter's engine start, and proceeded outside to watch the takeoff. The helicopter climbed vertically to a height just above the trees that were to its left and above the utility lines that were to its front, and hovered for a moment. While hovering, the landing light of the helicopter turned on, off, on, and off again. The helicopter then pitched nose down and began to accelerate forward. The witness expected to see the helicopter climb, as he had seen other helicopters do in the past; however, the accident helicopter just accelerated forward in a shallow descent until it impacted the ground. When asked about the sound of the helicopter or its engine during the takeoff, he stated that the sound was smooth and continuous, and that nothing sounded abnormal. The witness additionally described that at the time of the accident it was dark, the fog was dense, and that it thickened throughout the evening. The witness attempted to respond to the accident site, but could not find his way in the darkness and thick fog, and subsequently returned to where he was working to retrieve a video camera with a light attached. A review of the video taken by the witness following the accident revealed weather and lighting conditions consistent with those he reported.

An off-duty firefighter reported that he heard, but did not see, the helicopter during the takeoff. After he heard the sounds of impact he contacted local authorities and responded to the scene. At the time that he was making his way to the accident site, he estimated that the visibility was 1/8 mile or less in fog.

The accident occurred during the hours of night at 38 degrees 32.913 minutes north latitude, 75 degrees 12.832 minutes west longitude.

METEOROLOGICAL INFORMATION

An AIRMET for instrument metrological conditions encompassing the route of flight between the departure point and the eastern shore of Northern Virginia was issued at 1545. It warned of ceilings below 1,000 feet, and visibilities less than 3 statute miles due to mist and fog, with the conditions continuing beyond 2200.

At 1801, the weather conditions reported at Sussex County Airport, located about 11 nautical miles northwest of the accident site, included winds from 100 degrees at 3 knots, 3 statute miles visibility in mist, clear skies, temperature 46 degrees Fahrenheit, dewpoint 45 degrees Fahrenheit, and an altimeter setting of 29.99 inches of mercury.

At 1840, the visibility at Sussex County Airport was reported as 1 1/4 statute miles in mist.

According to the United States Naval Observatory, on December 14, 2006, the official sunset in Dagsboro, Delaware occurred at 1641, and the end of civil twilight occurred at 1710. Moonrise occurred at 0221 on the following day.

At 1002 the pilot contacted the Leesburg, Virginia, Flight Service Station (FSS) in order to file three VFR ADIZ flight plans. She planned to depart Manassas, Virginia, at 1200, then depart the passenger's residence around 1230, and to reenter the ADIZ at 1800. During the telephone call the pilot did not request any weather information from the briefer. The pilot again contacted the Leesburg FSS at 1548, and filed a fourth VFR ADIZ flight plan, for a flight from Dulles Airport to Manassas Airport. The pilot did not request any weather information from the briefer during the telephone call.

Examination of telephone records revealed that between 1629 and 1805 the pilot placed 24 telephone calls from her personal mobile phone. Of those telephone calls, two were placed to the Leesburg FSS. The first was placed at 1659 and lasted 9 seconds. The second was placed at 1723, and lasted 171 seconds. Neither telephone call could be correlated with a recorded conversation.

Within that same time period, the pilot placed 19 other telephone calls to several automated weather stations. These included, and were located in, Cambridge, Maryland; Manassas, Virginia; Baltimore, Maryland; Arlington, Virginia; Reston, Virginia; Stafford, Virginia; and Leonardtown, Maryland. The calls were of various durations. The shortest was 3 seconds, and the longest was 78 seconds.

About 2056, the chief pilot for the operator contacted the Leesburg FSS inquiring about the status of the helicopter. The chief pilot also inquired about the weather conditions in the departure area. The briefer informed the chief pilot that the weather conditions at Easton /Newnam Field (ESN), Easton Maryland included overcast clouds at 100 feet, and a visibility of 1 mile in mist, and that the weather had been "low" there for the previous 3 to 4 hours. The briefer further advised the chief pilot that there had been no recent air traffic control contact with the helicopter.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with a rating for rotorcraft-helicopter. She also held a flight instructor certificate with a rating for rotorcraft helicopter. She did not hold an instrument rating. Her most recent Federal Aviation Administration (FAA) second class medical certificate was issued on April 28, 2006, and on that date, she reported 2,800 total hours of flight experience. The pilot's most recent FAR Part 135 recurrent check was conducted on February 8, 2006.

According to documentation provided by the operator, as of October 19, 2006 the pilot had logged 3,300 hours of experience acting as pilot-in-command of a helicopter, 500 hours of which were at night.

WRECKAGE AND IMPACT INFORMATION

The wreckage was examined at the site on December 15, 2006. There was a strong odor of fuel, and all major components of the helicopter were accounted for at the scene.

The takeoff point of the helicopter was identified by the ...