Bell UH-1B crash near Detroit, OR, United States

HISTORY OF FLIGHTOn September 16, 2013, about 1535 Pacific daylight time, a Garlick UH-1B, N204UH, experienced a tailboom separation while logging in heavily wooded terrain about 3 miles east of Detroit, Oregon. The pilot, who was the sole occupant on board, was fatally injured. The helicopter sustained substantial damage to the tailboom, main rotor system, and fuselage. The helicopter was registered to Gitmo Holdings LLC, Stevensville, Montana, and operated by R&R Conner under the provisions of 14 Code of Federal Regulations Part 133 as an external load logging flight. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight originated at about 1500. Witnesses reported that when the helicopter was just above the trees, they either observed or heard the load of logs release early and impact the ground hard. After looking up, they observed the helicopter's fuselage separate from the tailboom; both descending through the trees. The fuselage impacted the ground inverted and the tailboom came to rest about 140 feet away. A maintenance worker reported that shortly before the flight, the pilot had landed and shut down the helicopter for about a 45 minute lunch break. The pilot looked over the helicopter and said he was very happy with it; he said it was running really well. PERSONNEL INFORMATIONThe pilot, age 53, held a commercial pilot certificate in helicopter, airplane single-, and multi-engine land, issued on April 27, 2010. The pilot also held an instrument rating in both helicopter and airplane. The pilot held a second-class medical certificate issued on February 12, 2013, with the limitations that he is not valid for any class after, and he must wear corrective lenses. According to the pilot's US Forest Service Helicopter Pilot Qualifications and Approval Records dated July 17, 2013, he reported having 19,000 total helicopter hours, 14,000 of which were in the accident helicopter make and model. AIRCRAFT INFORMATIONThe Garlick helicopter, serial number 62-2034, was manufactured by Bell Helicopter as serial number 554 in 1962. It was powered by a T53-L13BA engine. The maintenance logbook records were found within the helicopter. The records did not contain dates or aircraft total time, therefore, the most recent maintenance was unable to be determined. The documents did reveal that several component inspections were not completed within the manufacturer's recommended time. During the postaccident examination, the hobbs meter was located and read 6,061.3 hours. According to the Federal Aviation Administration (FAA), the previous owner relinquished the aircraft's airworthiness certificate to avoid punitive action by the FAA, who had been trying to revoke the airworthiness certificate due to the owner's poor maintenance of the aircraft. In 2010, a new airworthiness certificate was issued for the helicopter to the accident pilot. A different mechanic reported that the helicopter had recently sat unused for about one month between jobs. The helicopter was put back in service the day before the accident occurred. The mechanic mentioned that the pilot had previously indicated the helicopter felt like it "shuffled" during translational lift; however, the mechanic suspected the transmission mounts were starting to wear and would need to be changed at a later date. METEOROLOGICAL INFORMATIONThe nearest weather reporting station was about 38 miles to the northwest at McNary Field Airport in Salem, Oregon at an elevation of 214 feet. At 1556, the weather was reported as wind from 130 degrees as 3 knots, visibility 10 statute miles, broken clouds at 4,900 and overcast clouds at 5,500 feet above ground level (agl), temperature 21 degrees C, dewpoint 13 degrees C, and an altimeter setting of 29.94 inches of mercury. In the remarks section it stated that rain started at 1537 hours and ended at 1552 hours. AIRPORT INFORMATIONThe Garlick helicopter, serial number 62-2034, was manufactured by Bell Helicopter as serial number 554 in 1962. It was powered by a T53-L13BA engine. The maintenance logbook records were found within the helicopter. The records did not contain dates or aircraft total time, therefore, the most recent maintenance was unable to be determined. The documents did reveal that several component inspections were not completed within the manufacturer's recommended time. During the postaccident examination, the hobbs meter was located and read 6,061.3 hours. According to the Federal Aviation Administration (FAA), the previous owner relinquished the aircraft's airworthiness certificate to avoid punitive action by the FAA, who had been trying to revoke the airworthiness certificate due to the owner's poor maintenance of the aircraft. In 2010, a new airworthiness certificate was issued for the helicopter to the accident pilot. A different mechanic reported that the helicopter had recently sat unused for about one month between jobs. The helicopter was put back in service the day before the accident occurred. The mechanic mentioned that the pilot had previously indicated the helicopter felt like it "shuffled" during translational lift; however, the mechanic suspected the transmission mounts were starting to wear and would need to be changed at a later date. WRECKAGE AND IMPACT INFORMATIONOn scene examination by a FAA Inspector revealed that the helicopter came to rest on the opposite side of a northwest/southeast orientated dirt road from the log landing site. The terrain was hilly, heavily wooded, and remote. The trees around the accident site sustained limited damage; one tree was topped and others sustained vertical scrapes down the trunks. The wreckage debris path extended almost parallel to the dirt road; the helicopter came to rest in four major pieces the fuselage/transmission, engine, main rotor blades, and tailboom. The fuselage and transmission were found upside down at the southeastern most point of the wreckage path. The engine was found in the same general vicinity as the fuselage. The main rotor head and blades were separated from the main rotor shaft, and were located about 120 feet northwest of the main fuselage. One of the main rotor blades was embedded into the ground and extended the second blade into the air at about a 45 degree angle. The tailboom was separated from the fuselage and was located 140 feet northwest of the main rotor blades. The tail rotor gearbox, assembly, and tail rotor blades were still attached to the vertical fin. One tail rotor blade remained mostly undamaged; the second tail rotor blade sustained a 45 degree bend away from the vertical fin. ADDITIONAL INFORMATIONThe tailboom attachment points were removed from the airframe and sent to the National Transportation Safety Board Laboratory for further examination. The material research engineer reported that the fracture surfaces of the top right and left attachment point fittings exhibited relatively flat morphologies, with no indications of local material deformation or out of plane fracture. Conversely, the two bottom fittings exhibited darker and rough tortuous fracture surfaces, consistent with overstress failure. Right Top Fitting Both mating surfaces of the right top fitting were examined and crack arrest marks, indicative of progressive crack growth, was evident over almost the entire fracture surface. The direction of these arrest marks indicated the cracks initiated near and emanated from a rivet hole within the fitting. The larger crack grew through almost the entire fitting cross section; the smaller crack progressed toward the opposite direction. The fitting aft fracture surface was further analyzed and the fracture surface exhibited striations, which are consistent with fatigue failure. The area around the rivet hole possessed two fatigue crack initiate sites. The larger crack initiate site was on the outside surface of the fitting, and the smaller crack initiate site occur