N109AE

HISTORY OF FLIGHT

On December 30, 2007, at 0306 Central Standard Time, a Bell 206L-3, N109AE, owned and operated by Air Evac EMS Inc., was substantially damaged during collision with terrain while maneuvering near Cherokee, Alabama. The certificated airline transport pilot, paramedic, and flight nurse were killed. Night visual meteorological conditions prevailed, and a company flight plan was filed for the local aerial search flight conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91.

According to the Safety Program Manager at Air Evac, the flight was initiated after they were notified of a missing hunter, who may have been injured or suffering from exposure. The flight was a voluntary mission, as the operator would not receive payment for the flight unless the hunter required air transport to a hospital. The Safety Program Manager further stated that the three occupants were all employees of Air Evac, and as such, the flight was conducted under CFR Part 91. Although no flight plan was filed with the Federal Aviation Administration (FAA), Air Evac had a dispatch department, and maintained its own computerized flight-tracking program via "SkyTrac" software.

According to the operator's tracking data and recorded communications, the flight departed the operator's base, located about 5 miles south-southwest of Northwestern Alabama Regional Airport (MSL), Muscle Shoals, Alabama, at 0151, and arrived over the search area at 0159.

At 0250, the flight data analyst (FDA), working with the flight followers (sometimes referred to as flight communicators) in the operator’s communication center, wanted to terminate the mission due to safety concerns. Specifically, the FDA was concerned about the helicopter flying low and slow to search for the hunter; however, the FDA did not have operational control of the flight as a dispatcher would have under 14 CFR Part 121. Rather, the FDA suggested, "...are you about ready to wrap up that search." The reply transmission from the helicopter was "broken up."

At 0257, the accident helicopter reported to the FDA that they were getting ready to terminate the search, when a gunshot was heard on the ground, so they were going back to the area where the sound was heard.

No further communications were received from the accident helicopter. Review of the flight tracking data revealed that data points were captured once per minute. Review of the 5 minutes preceding the accident revealed that the helicopter’s groundspeed varied between 29 to 62 knots, and its altitude above mean sea level (msl) varied between 1,147 and 1,597 feet.

Several emergency personnel were on the ground, also searching for the hunter, and witnessed the accident. They reported that the helicopter crewmembers were about to terminate the search, when ground personnel heard a gunshot, which they perceived as a signal from the lost hunter. The ground personnel followed the gunshot noise, and located the hunter's vehicle. At the time, the helicopter had been flying away from the scene, but returned after the gunshot noise was heard. The helicopter subsequently illuminated a searchlight in the vicinity of the vehicle, and then located the hunter. The helicopter crewmembers intended to maintain the light on the hunter until ground personnel could also locate him. At that time, the helicopter was about 100 to 150 feet above the trees, and in a hover or very slow flight, when the witnesses heard a decrease in engine noise, followed by an increase in engine noise. They then observed the helicopter spinning right, with a "fireball" near the engine exhaust, as it descended vertically into wooded terrain. The helicopter subsequently came to rest inverted, and a post crash fire ensued.

The hunter was subsequently interviewed by a captain from the Colbert County Sheriff Department. The hunter reported that while lost in darkness, he heard a helicopter. He then heard familiar voices of his brother and brother's friend. The hunter yelled a reply to the voices, and fired two rounds into the air from his "30-30 Winchester, model 94" rifle, to assist the rescuers. The rescuers reached the hunter, and then the helicopter "went down" into the trees. The hunter further stated that 10 minutes elapsed from the time he fired his rifle, until the helicopter flew overhead and crashed.

PERSONNEL INFORMATION

The pilot, age 41, held an airline transport pilot certificate, with a rating for rotorcraft helicopter. He also held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land, glider, and instrument airplane. In addition, the pilot held a flight instructor certificate, with ratings for airplane single-engine, airplane multiengine, rotorcraft, instrument airplane, and glider.

The pilot's most recent FAA first-class medical certificate was issued on February 9, 2007.

The pilot's logbook was not recovered. According to the operator's estimate, at the time of the accident, the pilot had accumulated approximately 3,500 hours of flight experience; of which, 2,900 hours were in helicopters, with 400 hours in the same make and model as the accident helicopter. The operator also estimated 600 total hours of night experience for the accident pilot.

The pilot began employment with the operator during March 2007. On his employment application, the pilot reported 2,673 hours of total flight experience in helicopters, of which, 158 hours were in the same make and model as the accident helicopter. The pilot previously flew helicopters in the United States Coast Guard.

AIRCRAFT INFORMATION

According to company records, the helicopter was manufactured in 1989, and maintained under an FAA-Approved Airworthiness Inspection Program. The helicopter's most recent inspection was an "Event 1 Check," which was completed 4 days prior to the accident. The helicopter had flown 4.9 hours since that inspection, and had accumulated 5,091.9 total hours of operation at the time of the accident.

The helicopter was equipped with a Rolls Royce (Allison) model 250-C30P, 550-shaft horsepower turbine engine. Review of the maintenance records revealed that the engine was installed on the helicopter in 2006, at 4,200.2 total engine hours.

METEOROLOGICAL INFORMATION

The reported weather at MSL, which was located about 15 nautical miles east of the accident site, at 0253, was: wind calm; visibility 5 miles in mist; broken ceiling at 7,500 feet; overcast ceiling at 8,500 feet, temperature 5 degrees Celsius, dew point 4 degrees Celsius; altimeter 30.02 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The wreckage was examined at the site on December 30 and 31, 2007. The accident site was located in the Freedom Hills Wildlife Management Area, a large hunting preserve with trees ranging in height about 60 to 80 feet. Numerous tree strikes were noted in the immediate vicinity above the main wreckage, and the terrain near the wreckage sloped 20 to 30 degrees. The main wreckage was consumed by post crash fire, and consisted of the cockpit, fuselage, and a majority of the tail boom. The wreckage was oriented about a 345-degree magnetic heading, at an elevation approximately 725 feet above mean sea level (msl). The tail boom exhibited crush damage, and had separated about 1 foot aft of the tail boom attach point. The aft section of tail boom separated about 2 feet aft of the horizontal stabilizer. The aft tail boom separation point exhibited evidence of main rotor blade strike from left to right. The forward end of the tail cone also exhibited evidence of a main rotor blade strike from left to right. Both main rotor blades were found in the wreckage, and had separated about 3 feet outboard of the rotor hub. They were partially burned and exhibited leading edge damage and red paint transfer, consistent with one or more tail boom strikes. The outboard sections of the main rotor blades exhibited s-bending.

Continuity of the main rotor drive train was confirmed from the engine, through the K-Flex shaft, to the transmission, and through the main rotor mast. The mast was embedded in the ground and extended through the main rotor hub. The trunion remained attached to the top of the mast by the mast retention nut. The inboard section of the main rotor blades remained attached to the hub at ground level. The main rotor pitch change links were separated about mid-span. Continuity of the tail rotor drive train, and the tail rotor pitch change linkage was established from the engine, to the tail rotor, except for the damaged locations where the tail boom separated.

The engine sustained post crash fire damage and was retained for further examination. The engine was subsequently disassembled at the manufacturer's facility, under the supervision of an FAA inspector, on February 13, 2008. The FAA inspector noted that the gearbox had been consumed by fire, and the compressor exhibited impact and fire damage. Turbine disassembly revealed minor rotational scoring on the second stage and fourth stage nozzles. The scoring was located at the 6 o'clock position and was consistent with in both gas producer and power turbine rotor tracking. The examination did not reveal any pre-impact mechanical malfunctions.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Alabama Department of Forensic Sciences, Huntsville, Alabama. The cause of death was reported as "blunt force crash injuries."

Toxicological testing on the pilot was performed by the FAA's Civil Aerospace Medical Institute, Oklahoma City, Oklahoma. All test results were negative for drugs and alcohol.

TESTS AND RESEARCH

Although the accident flight was conducted under 14 CFR Part 91, the operator held an on-demand air taxi certificate under the provisions of 14 CFR Part 135. As such, the operator maintained an FAA-approved operations manual. Review of the operations manual revealed:

"5.54 Search Procedures

Search operat...