20190330002179A

On March 30, 2019 at approximately 1230 eastern daylight time the subject aircraft, was substantially damaged during a forced landing shortly after takeoff near Montgomery, new york. Subject aircraft took off from a Private Helipad and was heading to kobelt airport (KN45).

A written statement provided by the pilot (PIC) states the following, as I departed from my personal Helipad at approximate 1000 feet AGL, I notice the torque needle on engine number one drop and engine number two spike. I then made an immediate sharp left turn to return to the landing pad. As the helicopter was touching down a strong northeast wind pushed the helicopter left, at that point the left wheel touched down in the grass and it pulled the aircraft onto uneven ground. The aircraft came to a stop then tipped over onto its left side, at that point, the main rotor blades impacted the ground, and a small fire started underneath the helicopter. All the occupants exited the helicopter and the fire was extinguished.

On April 4, 2019, FAA inspectors traveled to the crash site, on arrival the aircraft was found to be sitting in an upright position. Aircraft owner stated that he moved the aircraft into the upright position to prevent fuel leakage. The following was noted at the accident site, the main rotor hub and blade assembly, tail rotor hub and blade assembly, main rotor transmission drive assembly were separated and lying next too the aircraft's left side. Severe damage was noted to the nose of the aircraft, transmission deck, upper left cowlings, tail boom and tail rotor. Fire damage was noted aft of the number one engine exhaust cowling. A review of the aircraft maintenance records showed the last annual inspection was completed on January 14, 2017.

On may 5, 2019 FAA, inspectors along with representatives from Bell helicopters and Honeywell air safety investigation team met at the accident site to further examine the aircraft. During the investigation, the following was noted, continuity checks from the pilot controls to all airframe flight control components and both engine power plant control components were all found to be positive. Continuity was determined on the main rotor drive, tail rotor drive train, engine to main rotor and tail rotor driveshaft components. Examination of the fuel system showed the fuel level to be above both boost pump assemblies, visual inspection found the fuel to be clear and free of containments. Visual inspection of the number one engine air lines, fuel lines and oil lines showed all lines to be secured intact with no damage. Fuel was found in the main fuel supply line to the fuel control unit and fuel filter assembly, the fuel filter by-pass indicator was extended. Oil was present in the gearbox assembly and oil reservoir, an engine oil sample was taken. Examination of both engine chip detectors showed no signs of metal or containments present. Inspection of the engine compressor revealed no visual defects, an engine continuity check of N1 / N2 wheels showed positive continuity. The number one and two engine assemblies were removed from the aircraft and were sent to the engine manufactures inspection facility for further examination.

Both engines were examined at the engine manufactures facility an FAA inspector from the local FSDO observed the evaluation process. Both engine assemblies were inspected and run in test cell. The final result of the evaluation revealed both engines were producing power at the time of the accident.