WPR10GA097

The pilot's failure to see and avoid a wire while maneuvering during low-altitude operations.

The pilot was flying a deer-surveying mission under contract with a state government agency with three state employees onboard. About 2 hours into the flight, witnesses observed the helicopter flying along a valley and colliding with one of two “skylines,” or cables strung between the towers of power transmission lines. The transmission lines consisted of two parallel steel skylines on top and three power conductor lines mounted about 20 feet below. The helicopter appeared to be flying straight and level prior to the collision, exhibiting no indications of distress. Examination of the engine and damage to the rotor system indicated that the engine was producing power at the time of the collision. Examination of the airframe and engine did not reveal any evidence of preaccident failure or malfunction. The transmission lines were depicted on the applicable sectional map, as well as a printed survey map located in the debris field. The power conductor lines were observed to sag about 70 feet below the skyline in the area of the accident. The power conductor lines were about twice as thick as the skyline. Additionally, the position of the sun would have hindered identification of the skyline by the pilot. In the area of the collision a second set of power lines were located about 200 feet below the lines depicted on the maps. As such, it is possible that the pilot misidentified these as the lines depicted on the maps. Neither of the sets of power lines were equipped with spherical visibility markers or similar identification devices. The helicopter was equipped with a wire strike protection system; however, examination of its cutting surfaces revealed that it did not make contact with any lines. The helicopter struck the second skyline along the direction of flight, indicating that it flew below the first line with the main rotor blades striking the second line from below; since the wire struck outside of the cutters’ capture envelope, the wire strike protection system would not have been in a position to protect the helicopter. Federal regulations require that any planned construction of structures over 200 feet above ground level (agl) be filed with the Federal Aviation Administration. While the power lines’ height exceeds 200 feet agl at the center of the span, their construction predates adoption of the regulation. At the time of the accident, the state agency did not have any formal safety or operational training systems in place for passengers who fly on surveying missions.

HISTORY OF FLIGHT On January 5, 2010, at 1209 Pacific standard time, a Bell 206B, N5016U, collided with power lines near Auberry, California. The helicopter was registered to Palm Springs Aviation, Inc., d.b.a. Landells Aviation, and operated by the California Department of Fish and Game (CDFG) as a public-use deer surveying flight. The certificated commercial pilot and three passengers were killed. The helicopter was substantially damaged by post crash fire. The local flight departed Trimmer Heliport, Trimmer, California, at 1007. Visual meteorological conditions prevailed at the accident site, and a company flight plan had been filed. The mechanic assigned to the helicopter drove up from Landells Aviation the afternoon prior to the accident. He stated that the pilot departed Landells in the helicopter about 1300, and arrived at Trimmer at 1545. The mechanic then drove with the pilot for an hour to their hotel. They then had dinner and the pilot retired to his room about 2000. The mechanic reported that the following morning they met in the hotel lobby at 0700; the pilot appeared well rested, in a good mood, and his "normal self." They then drove to Trimmer, arriving at 0900, and were greeted by the three CDFG passengers. The mechanic then serviced the helicopter with the addition of 38 gallons of fuel, for a total of 75 gallons. He then checked the helicopter fluids, and removed the aft doors. The mechanic stated that he observed the pilot then perform a preflight inspection, followed by a briefing with the three passengers. At the time of the accident, two witnesses, who were law enforcement officers for the United States Forest Service (USFS), were located on a north facing ridge at the confluence of Willow Creek and the San Joaquin River. Both officers observed the helicopter emerge from a valley to the north, and fly southbound along Willow Creek and directly towards them. A set of power transmission lines spanned the valley from the east to west. The officers reported that the helicopter continued through the valley, on a trajectory towards the power lines. As the helicopter came within the immediate vicinity of the lines it reared back, and then began an immediate descent, colliding with the ground. The officers noted that prior to the accident, the helicopter was flying straight and level, with the engine sounding, "normal and smooth." PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that the 70-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, land, rotorcraft-helicopter, instrument airplane, and helicopter. He additionally held a flight instructor rating for airplane single and multi engine, and instrument airplane. The pilot held a second-class medical certificate issued on May 12, 2009, with limitations that he have glasses available for near vision. According to records provided by the Landells Aviation, as of December 2009, the pilot had accumulated a total flight time in all aircraft of 16,864 hours, of which 13,560 was in helicopters, with 3,369 in the Bell 206 series. The records also indicated that the pilot had 47 years of flying experience, which included helicopter emergency medical services (HEMS), search and rescue, aerial survey, photography, mapping, and animal capture. The pilot's total flight time for 2009 was 95.4 hours, and was comprised of HEMS, fire suppression, sling, and survey missions, all of which were flown in either the Bell 206 or Bell 222U. His most recent flight prior to the accident was a deer survey mission, which took place on December 23, 2009. Two CFDG employees, who had last flown with the accident pilot on deer surveying missions about 1 month prior to the accident both reported that the pilot did not perform his usual pre-flight briefing, but rather an abbreviated briefing followed by a reminder to watch for obstructions in-flight. Additionally, during one mission they noted that the pilot appeared to be, "trying too hard" to observe deer. They became alarmed, and admonished the pilot during the flight. AIRCRAFT INFORMATION The helicopter, serial number 2634, was manufactured in 1979 and equipped with a Rolls-Royce/Allison 250-C20J gas turbine engine. A review of the helicopter's maintenance logbooks revealed that the last inspection was for a 100-hour engine and airframe exam dated October 30, 2009, at a total airframe time of 15,339.6 flight hours. At that time, the engine was replaced. According to the maintenance records, the replacement engine had a total time since new of 6,675 hours. The last maintenance entry was for battery service, and occurred the day before the accident at a total airframe time of 15,376.4 hours. Later that day, the helicopter flew for approximately 2.5 hours to Trimmer. The helicopter was equipped with a wire strike protection system. FAA records indicated that the system was manufactured by Bristol Aerospace Limited, under supplemental type certificate number SH4083SW. The wire strike protection kit was comprised of an upper and lower fuselage deflector/cutter, and a serrated windshield center post deflector channel. The helicopter's equipment list referenced the installation of a Trimble TNL 1000 Global Positioning System (GPS) receiver. The GPS unit was destroyed by post-accident fire. The helicopter was equipped with dual pedal controls, and single right seat pilot controls for the cyclic and collective. METEOROLOGICAL INFORMATION The closest aviation weather observation station was Fresno Yosemite International Airport, Fresno, California, located 27 miles southwest of the accident site, at an elevation of 336 feet mean sea level (msl). An aviation routine weather report was recorded at 1153, and stated: winds calm; visibility 2 miles with mist; skies 600 feet overcast; temperature 6 degrees C; dew point 4 degrees C; altimeter 30.22 inches of mercury. The USFS officers reported the weather conditions at the accident site to be clear skies with a few high scattered clouds, and light winds out of the north. They stated that the accident site elevation was above the lower cloud layer in Fresno. According to the United States Naval Observatory Astronomical Applications Department, the altitude and azimuth of the sun in Fresno at 1210 were 30.7 degrees and 181.4 degrees, respectively. FLIGHT RECORDERS The helicopter was equipped with an Automated Flight Following (AFF) system. According to Landells, the system was not required per the CDFG contract, and was not being used at the time of the accident. An impact damaged Garmin III global positioning systems receiver (GPS) was recovered from the accident site. The unit was sent to the National Transportation Safety Board Office of Research and Engineering for data extraction. Due to the damage sustained during the accident sequence, flight track data could not be extracted. WRECKAGE AND IMPACT INFORMATION The main wreckage came to rest in the Sierra National Forest, within a heavily-wooded valley floor, 50 feet east of Willow Creek at an approximate elevation of 1,200 feet msl. The elevation of the valley peaks directly to the east and west of the creek were about 2,500 feet. The valley was spanned by two separate sets of intersecting electrical power transmission lines, crossing diagonally over Willow Creek adjacent to the main wreckage. The first set of lines were on a southwest-northeast orientation, and strung between two metal towers separated by a span of about 2,900 feet. The tower to the east was 81-feet-tall, with the tower to the west 95 feet. The base of the east tower was located at an elevation of about 1,570 feet, with the west tower at 1,680 feet. The cables strung between the towers consisted of two parallel steel 'skylines' at the top, and three 220,000 volt power conductor lines mounted about 20 feet below. The power lines and skylines ex