Bell UH 1B N204UH

Summary

On 16 September 2013 at about 22:35 local time, a Bell UH 1B registered N204UH, operated by R&R Conner, was involved in an accident near Detroit, Oregon, United States. One person was on board and one died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

16 September 2013 at 22:35

Classification

Accident

Location

Detroit, Oregon, United States

Coordinates

44.7058, -122.1108

Aircraft

Bell UH 1B

Registration

N204UH

Category

Helicopter

Year built

1962

Engines

1

Operator

R&R Conner

Operating rule

Part 133: Rotorcraft Ext. Load

Purpose of flight

External Load

Phase of flight

Not recorded

Route

Detroit → Detroit

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR13FA411

1 person died.

The fatigue failure of the upper two tailboom attachment points, which resulted in the tailboom separating from the fuselage during logging operations. Contributing to the accident was poor maintenance throughout the helicopter’s operational life.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

Witnesses reported that, when the helicopter was just above the trees during an external load logging operation, they either observed or heard the load of logs release early and impact the ground hard. Witnesses then observed the helicopter's tailboom separate from the fuselage and descend through the trees. The fuselage impacted the ground inverted, and the tailboom came to rest about 140 ft away. A mechanic reported that the pilot had indicated before the flight that the helicopter felt like it "shuffled" during translational lift; however, the mechanic suspected that the transmission mounts were starting to wear and would need to be changed at a later date. Postaccident examination of the airframe and engine revealed control continuity throughout the airframe except for a portion of the tail rotor drive shaft that extended from the transmission, which was not found. The tailboom had separated from the aft fuselage at the tailboom attachment points. The lower two tailboom attachment fittings exhibited features consistent with overstress failure and did not show indications of fatigue and/or other failure modes. The upper two tailboom attachment fittings both contained fatigue cracks throughout almost the entire fracture surface. The pilot purchased the helicopter about 3 years before the accident; that same year, the helicopter was issued a new airworthiness certificate. According to the Federal Aviation Administration, the previous owner had relinquished the helicopter's airworthiness certificate to avoid punitive action for poor maintenance of the helicopter. Maintenance records located within the helicopter did not contain sufficient information to determine when the most recent maintenance was performed; however, the documents did reveal that several component inspections were not completed within the manufacturer's recommended time. It is likely that long-term, inadequate maintenance of the helicopter contributed to the failure and separation of the tailboom.

Quoted verbatim from the NTSB record.