N67GE

HISTORY OF FLIGHT

On May 24, 2008, at 0920 Pacific daylight time, an Aerospatiale AS-350-D helicopter, N67GE, operated by Island Express Helicopters, Inc., impacted terrain while landing at Two Harbors, Avalon, located on Santa Catalina Island, California, during a 14 Code of Federal Regulations Part 135 on-demand, commercial flight. The flight departed from the Queensway Bay Heliport, Long Beach, California, at 0907. The commercial pilot, a company employee, and one passenger were killed, and three passengers were seriously injured. The helicopter was destroyed by impact damage and fire. Visual meteorological conditions prevailed at the time of the accident. The flight was approaching the destination when the accident occurred. A company flight plan was in effect.

According to the operator, the purpose of the flight was to transport passengers from Long Beach to Two Harbors. The intent was to drop the passengers off at Two Harbors and the pilot and company employee were to return to Long Beach.

After the flight departed from Long Beach, the pilot reported via radio that they were mid-channel at 0914 and that they were on final to land at 0919.

Witnesses reported seeing the helicopter approaching the island from the north, heading south about 300 feet above ground level. In the area of Two Harbors, several of the witnesses heard a “pop” sound, followed by flames emitting from the back of the engine. The helicopter then entered a descent and collided with the ground. A fire erupted and the helicopter was destroyed.

A surviving passenger later reported that just after the loud pop, the pilot told passengers that he was going to “autorotate.”

The helicopter impacted sloped, grassy terrain on a heading of southwest. The main wreckage came to rest adjacent to a series of power transmission lines; however, there was no evidence of contact between the helicopter and the transmission lines. The debris field was about 200 feet in length and located approximately .2 miles from the intended landing site.

The town of Two Harbors, elevation 20 feet, is located on an isthmus that joins the western and eastern mountainous areas of Catalina Island. It is named for the bays that form its northern and southern boundaries, Isthmus Cove to the north and Catalina Harbor to the south. Bird Rock is a small island located about 1 mile north-northwest of Isthmus Cove. Fisherman’s Cove is located about 3/4 mile northwest of Isthmus Cove; the University of Southern California’s (USC’s) Wrigley Marine Science Center is at Fisherman's Cove.

DAMAGE TO HELICOPTER

The helicopter was destroyed by impact forces and a postcrash fire.

OTHER DAMAGE

Ground vegetation surrounding the accident site was damaged as a result of the postcrash ground fire. The adjacent structures and power transmission lines were not damaged.

PERSONNEL INFORMATION

The pilot-in-command (PIC), age 33, held a commercial pilot certificate, with a rotorcraft helicopter rating and an instrument helicopter rating. Additionally, he held a flight instructor certificate, with a rotorcraft helicopter rating. His most recent second-class medical certificate was issued November 29, 2007, with no limitations.

A review of the Federal Aviation Administration (FAA) Airman Records database indicated that on September 24, 1996, the pilot acquired his commercial certificate. The records further indicated that the pilot failed his first attempt to complete the practical test for a flight instructor certificate on April 15, 1998, due to unsatisfactory performance of the rating element, straight in autorotation. The pilot passed a reexamination on May 10, 1998.

A review of the pilot’s records disclosed that at the time of the accident, the pilot had accumulated a total time of 5,692 hours, with 3,942 hours accumulated in the AS350 series helicopters. He had additionally recorded a total of 63 hours of simulated instrument experience and 340 hours of night flight. During the preceding 90 days, he had flown for 238 hours.

The operator hired the pilot in January 2003. Between January 28 and March 6, 2003, the pilot completed initial new hire training, which included 32 hours of aircraft ground school and 5 hours of flight training. The Chief Pilot provided all of this training. On March 7, 2003, the pilot successfully passed an Airman Competency/Proficiency Check (FAR 135.293 and 135.299), which was administered by an FAA operations inspector and completed in an AS-350-D. The check ride encompassed the pilot’s demonstration of current knowledge and competency as well as satisfactorily demonstrating line checks.

The pilot’s most recent recurrent training, which included 8 hours of aircraft ground school and 2.2 hours of flight training, was completed between April 15 and April 21, 2008. The Chief Pilot provided all of this training. He passed his most recent Airman Competency/Proficiency Check, which was administered by the FAA Principal Operations Inspector (POI) and completed in an AS-350-D, on April 29, 2008. The POI stated that the pilot “did rather well” during the check ride. Maneuvers performed included a hovering autorotation, a straight in autorotation, and a simulated engine failure over water.

The accident date, May 24, 2008, was the pilot’s 14th consecutive duty day. The pilot’s duty day began at 0826, and the accident flight was his first flight of the day.

At the time of the accident, the PIC was current and qualified to fly the accident helicopter in accordance with CFR Parts 135 and 91.

AIRCRAFT INFORMATION

The accident helicopter, an Aerospatiale AS-350-D, which was originally manufactured in 1984 as an Aerospatiale AS-350-B, was powered by a single Honeywell LTS101-600A-3, which replaced the original Turbomeca Arriel 1B engine. The helicopter was configured with a three blade main rotor system, and conventional two bladed tail rotor anti-torque system. The maximum takeoff power rating for the engine was 615 horsepower.

The helicopter had a seating capacity of 6 passengers plus a pilot (right front) and single corresponding flight controls.

The published maximum gross takeoff weight for the helicopter is 4,300 pounds. A weight and balance form was located in the maintenance records for the helicopter.

The document showed that the empty weight of the helicopter was 2,792.33 and its

Center of Gravity location was 138.64 inches. Upon departure, according to the helicopter manifest for the flight, the gross weight of the helicopter was 4,260 pounds with a Center of Gravity of 129.39 inches. During the accident flight, the helicopter was operating within the published weight and balance constraints.

The helicopter was equipped with a APICAL emergency floatation system.

The helicopter had accrued 9,687 total hours of operation and it’s most recent inspection, a 100-hour inspection, was completed on May 19, 2008, at a total airframe time of 9,680.6 hours, and an engine total time of 13,027.2 hours (30,199 power turbine cycles). The last annual inspection was completed on July 17, 2007, at a total airframe time of 8,708.0 hours.

The helicopter was originally certified as an Aerospatiale AS-350-B powered by a single Turbomeca Arriel 1B turboshaft engine and registered as N58046. The registration number was changed to N67GE on July 9, 1986. According to FAA Aircraft Registry data, the helicopter was registered to Island Express on January 6, 2000. Prior to that time, the helicopter had been registered to companies in Oregon, Texas, Indiana, Florida, and Idaho.

FAA Civil Aviation Airworthiness records indicate that on January 18, 2001, the Turbomeca Arriel 1B engine was removed and a Honeywell LTS101-600-A3 engine was installed. On the basis of FAA form 337 (Major Repair and Alteration), the helicopter was issued a new airworthiness certificate by the FAA as an Aerospatiale AS-350-D.

The operator was authorized by the FAA to conduct CFR Part 135 flight operations and maintenance in accordance with its FAA issued operations specifications (ops specs). The ops specs allowed the company to conduct maintenance on its helicopters as prescribed by the original equipment manufacturer (OEM) maintenance programs.

METEOROLOGICAL INFORMATION

At 0928, the reported weather conditions at Catalina Airport, located approximately 5 miles southeast of the accident site, at an elevation of 1,597 feet above ground level (agl), were winds from 080 degrees at 3 knots, thin broken clouds at 700 feet agl, broken clouds at 1,500 feet agl, and overcast clouds at 2,000 feet agl, visibility 10 miles, light rain, temperature 9 degrees Celsius (C), dew point 8 degrees C, and altimeter setting 29.96 inches of mercury.

When the accident occurred, the operator’s chief pilot was flying a company helicopter over the channel inbound to the Pebbly Beach Heliport in Avalon. Upon receiving notification of the accident, he turned toward Two Harbors and could see black smoke rising in a vertical column. The Chief Pilot then turned back towards Pebbly Beach. While flying to Pebbly Beach, he noted that the visibility towards the west end of the island was unrestricted with cloud bases broken at about 3,500 to 4,000 feet mean sea level (msl). The winds were light from the west at his location and appeared to be the same along the shore of the island to the west.

At 0904, the reported weather conditions at the Long Beach Airport (Daugherty Field) approximately 4 nautical miles (nm) northeast of the departure site at an elevation of 14 feet msl, were, in part, winds variable at 7 knots, visibility 10 statute miles, scattered clouds at 2,600 feet, broken clouds at 3,700 feet, overcast clouds at 5,500 feet, temperature 13 degrees C, dew point 6 degrees C, altimeter 29.96 inches of mercury.

FLIGHT RECORDERS

The helicopter was not equipped with a cockpit voice recorder (CVR) or flight data recorder (FDR) and was not required by Federal regulation to be so equipped.

WRECKAGE AN...