FTW04FA167

the pilot's inadequate in-flight planning/decision and his failure to maintain obstacle clearance. Contributing factors were low altitude flight, sun glare, and the static wires.

While maneuvering during a local sightseeing flight, the helicopter impacted power lines, crashed into a river, and came to rest 90 percent submerged in the water approximately 1,500 feet from the power lines. According to the operator, the helicopter was providing sightseeing rides for guests at a birthday party. Approximately 1 hour prior to the accident, a witness observed the accident helicopter flying reckless near his residence. According to the accident flight passengers, the helicopter departed and flew west toward a nearby river. One passenger reported, "Once we arrived [at the river], he descended to within a few feet over the riverbed and then flew up into the power lines." Another passenger, who was seated in the rear center seat and looking out the windscreen, stated he could see the river and the sun out of the windscreen. The passengers did not see the power lines; however, one observed sparks and flying debris after contact with the power lines. The passengers stated the helicopter shook violently and impacted the water. Examination of the helicopter revealed the power lines impacted the helicopter's upper wire cutter, main rotor mast, and main rotor blade pitch links. Examination of the airframe and engine revealed no anomalies that would have precluded normal operation prior to impact with the power lines. The reported sunset on the day of the accident was 3 minutes after the impact with the power lines.

HISTORY OF FLIGHT On June 26, 2004, at 2041 central daylight time, a Bell 206B single-engine helicopter, N27TV, was destroyed when it impacted water following an in-flight collision with power lines while maneuvering near Cushing, Oklahoma. The commercial pilot and a passenger sustained fatal injuries, and three passengers were seriously injured. The helicopter was owned and operated by Interstate Helicopters, Inc., of Oklahoma City, Oklahoma. Visual meteorological conditions prevailed, and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 sightseeing flight. The local flight departed the Elks Lodge, Cushing, Oklahoma, approximately 2035. According to the operator, the helicopter was chartered by a private individual to provide sightseeing rides for guests at a birthday party near Cushing. Prior to the accident flight, the pilot had completed four or five previous flights around the town of Cushing. A witness, who was located outside his residence approximately 9 miles from Cushing, stated that between 1930 and 2030, a white helicopter with blue trim and lettering flew over his property at tree level. The helicopter dropped toward his pond, then immediately pulled up and barely cleared the trees and power lines on the side of his property. The helicopter flew toward a nearby soccer field, dropped down again and pulled up over the end of the soccer field. The helicopter turned and flew back toward Cushing. The witness stated the helicopter was flying "pretty reckless." A passenger, who flew in the helicopter prior to the accident flight, stated that the safety officer provided "very professional" instructions. The safety officer assisted in the loading and unloading of passengers. During the flight, the passenger thought "the pilot sensed my fear and didn't make any scary moves, just a big loop around the area and back to the Elks Lodge." According to the passengers' written statements, the passenger who was seated in the right rear seat, reported the safety officer prior to the flight, "explained the rules (head and arms down, no drinks on board, etc...)." The passenger stated the lighting [outside] was good and there was not much wind. The helicopter departed, approached the Cimarron River flying to the west and turned left over the river. After the left turn, the helicopter was banking left and descending. While looking forward, the passenger reported "we hit the unmarked power lines, but [he] never saw them, only flying debris and sparks." The helicopter shook, impacted the water, then bounced and skipped down the water for several hundred yards. The passenger who was seated in the rear center seat, reported the weather was partly cloudy with a light wind. After securing his seatbelt, the next thing the passenger remembered they were descending toward the Cimarron River. The passenger could see the river and the sun out the front windscreen. While flying over the river, the passenger heard very loud crackling sounds, the helicopter began to violently shake, and then impacted the water. The passenger who was seated in the left rear seat, reported the visibility was good and a "slight sprinkle" after takeoff. The passenger stated, "pilot flew north to the Cimarron River. Once we arrived he descended to within a few feet over the riverbed and then flew up into the power lines." The helicopter then dropped and impacted the river. A witness, who was fishing with his son in a boat on the Cimarron River, reported they started fishing approximately 1830. A few minutes prior to the accident, the witness moved his boat under a bridge due to an isolated rain shower in the area. At 2045, the witness heard a crashing sound, then observed a large splash in the water and flying debris approximately 1 mile east of his position. At 2050, unable to obtain a clear signal with his cellular telephone, the witness contacted a relative who then notified the police about a crashed helicopter in the middle of the Cimarron River. Approximately 15 minutes after the accident, rescue personnel arrived near the accident site. Rescue personnel located three individuals hanging on to the accident helicopter. The witness did not see or hear the helicopter on any other flights prior to the accident. Approximately 2045, the operator's safety officer, who was located at the helicopter's departure point, contacted the owner of Interstate Helicopters Inc. and stated the helicopter was overdue from a flight. Approximately 2100, the safety officer was notified by personnel from the Cushing airport of a downed aircraft in the Cimarron River, approximately 5 miles north of Cushing. PERSONNEL INFORMATION The pilot held a commercial certificate with airplane single-engine land, airplane single-engine sea, airplane multi-engine land, rotorcraft, balloon, and instrument airplane ratings. The pilot also held a flight instructor certificate with airplane single-engine land, instrument airplane, and rotorcraft ratings. The pilot's most recent second class airman medical certificate was issued on June 10, 2003, with a limitation for corrective lenses. According to the operator's records, on March 1, 2004, the pilot reported he had accumulated 7,173.8 total flight hours, and 4,929.7 total rotorcraft hours. The pilot's logbook was not located. A Federal Aviation Administration inspector reported to the NTSB investigator-in-charge (IIC) the pilot inadvertently struck power lines on February 10, 2003, in N27TV. According to the aircraft incident report completed by the pilot, the purpose of the flight was wildlife control for the U.S. Department of Agriculture. While flying up a ravine, the helicopter contacted power lines connected to an oil well. Subsequently, the pilot successfully landed the helicopter. AIRCRAFT INFORMATION The 1983-model Bell 206B white and blue accident helicopter, serial number 3764, was configured for five occupants with two seats in the cockpit and three forward facing rear seats. The helicopter was powered by a 420-shaft horsepower Allison Engine Company 250-C20J turbo shaft engine, serial number CAE270141, and equipped with a two bladed main rotor system, and a two bladed tail rotor. The helicopter was equipped with a wire strike protection system (WSPS) which includes a upper cutter/deflector, a windshield cutter/deflector, and a lower cutter/deflector. Each cutter is equipped with high tensile steel cutting blades. The helicopter underwent its most recent annual inspection on March 4, 2004, and at the time of the inspection, the airframe had accumulated 6,394.5 total hours. The engine underwent a 100/300 hour inspection on April 16, 2004. At the time of the inspection, the engine had accumulated 6,307.4 total hours and 999.2 hours since major overhaul. METEOROLOGICAL INFORMATION At 1953, the Stillwater Airport (SWO) Automated Surface Observing System (ASOS), located approximately 25 nautical miles west of the accident site, reported the wind from 110 degrees at 10 knots, 10 statute miles visibility, sky clear, temperature 78 degrees Fahrenheit, dew point 70 degrees Fahrenheit, and an altimeter setting of 30.03 inches of mercury. At 2053, the SWO ASOS reported the wind from 170 degrees at 10 knots, 10 statute miles visibility, few clouds at 2,500 feet agl, scattered clouds at 2,900 feet agl, temperature 73 degrees Fahrenheit, dew point 63 degrees Fahrenheit, and an altimeter setting of 30.05 inches of mercury. The U.S. Naval Observatory reported that the sunset on the day of the accident for Cushing, Oklahoma, was at 2048. WRECKAGE AND IMPACT INFORMATION The main wreckage was located at 36 degrees 03:067 minutes North latitude, and 98 degrees 45:142 minutes West longitude. The helicopter wreckage was located in the middle of the Cimarron River in 4 to 5 feet of water approximately 1,500 feet from the power lines. The f