PERRY, FL, USA
N911LF
Bölkow BO-105S
THE SURVIVING PASSENGER REPORTED THAT THE HELICOPTER PILOT HAD STATED OVER THE INTERCOM THAT HE WAS GOING TO 'BREAK IN THE NEW PASSENGER WITH A REAL RIDE.' HE THEN DESCENDED TO LOW LEVEL, HIGH SPEED FLIGHT. SHORTLY THEREAFTER, THE DISPATCHER CALLED. THE PILOT CLIMBED TO GIVE A POSITION REPORT, THEN DOVE BACK TO LOW LEVEL FLIGHT. SOON THEREAFTER, THE HELICOPTER STRUCK A POWER LINE, WENT OUT OF CONTROL, AND CRASHED. GROUND WITNESSES REPORTED THAT THEY ALSO SAW THE HELICOPTER AT LOW ALTITUDE AND HIGH SPEED BEFORE IT STRUCK THE POWER LINE.
HISTORY OF FLIGHT On November 4, 1994, about 1107 eastern standard time, N911LF, a Bolkow BO-105S, operated by Omniflight, crashed in Perry, Florida, while on a 14 CFR Part 91 positioning flight. Visual meteorological conditions prevailed at the time and a company VFR flight plan was filed. The helicopter was destroyed and the pilot and one passenger received fatal injuries, and one passenger received serious injuries. The flight originated from a hospital heliport in Tallahassee, Florida, about 1036 the same day. The survivor and several deer hunters in the area stated the helicopter was flying at a low level, with high speed, when it struck a 69 kilovolt power line, broke the line, flipped and crashed. There was an extensive postcrash fire. The surviving passenger stated that the purpose of the flight was to position the helicopter to another hospital to pick-up a patient. He stated that while in cruise flight the pilot descended rapidly and began to fly at treetop level. The pilot had stated to the other passenger "Now it's time to break Trent in with a real ride". Shortly thereafter, the helicopter dispatcher radioed the helicopter for a position report and the pilot climbed to about 900 feet and radioed the dispatcher with a position report. The pilot then dove the helicopter down to a low altitude and the survivor saw wires in front of the helicopter, and the helicopter struck the wires, then the helicopter lost control, and crashed. PERSONNEL INFORMATION Pilot information is located attached to and in this report. AIRCRAFT INFORMATION Aircraft records and information is located in, and attached to this report. METEOROLOGICAL INFORMATION The closest weather reporting station to the accident site was Tallahassee, Florida. The recorded observation at 1050 EST was sky, 15000 feet scattered clouds, visibility 7 miles, temperature 76 degrees F, dewpoint 62 degrees F, winds from 270 degrees magnetic at 7 knots, altimeter 30.22 in. Hg. WRECKAGE AND IMPACT INFORMATION The wreckage debris was located along a logging road in Perry, Florida, aligned on a heading of about 120 degrees magnetic. The first evidence of impact was the fallen 69KV power lines on the south side of the road. From the power lines to the main wreckage was a distance of about 360 feet. The main wreckage was mainly burned away. Three of the main rotor blades were located and one main rotor blade was not located. The tailboom was located and both tail rotor blades exhibited cutting failures at about 50 percent of blade span. The failed power line had black paint transfer marks and the left forward skid cross tube had black paint scraped off of it and the right door step also had black paint scraped off. All flight control tubes were failed and exhibited signatures consistent with overload or burning. All rod ends for the control tubes were in place with the associated bolts, nuts, and cotter keys in place. The engines were removed and shipped for examination. Examination of the engines revealed compressor damage consistent with high speed rotation at impact, and the power turbine nozzles exhibited metalization transfer. MEDICAL AND PATHOLOGICAL INFORMATION A postmortem examination of the pilot was conducted by Dr. Jerry L. Harris of the District Two Medical Examiner's office Dr. Harris reported the cause of death to be massive trauma. Toxicological testing of the pilot was conducted by the Civil Aeromedical Institute, Oklahoma City, Oklahoma, and was negative for alcohol, carbon monoxide, marijuana, and basic and acetic drugs. ADDITIONAL DATA The wreckage and engines were released to Mr. Barrett, representing the insurance carrier on November 7, 1994, and on January 10, 1995.
FAILURE OF THE PILOT TO MAINTAIN SUFFICIENT CLEARANCE FROM THE POWER LINE, WHILE BUZZING (AT LOW ALTITUDE).
Source: NTSB Aviation Accident Database
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