ATL04LA011

According to the pilot, the purpose of the flight was to photograph a nearby golf course. As the pilot maneuvered the helicopter to facilitate the purpose of the flight, the tail rotor assembly collided with trees, and the helicopter subsequently collided with the ground. The passenger stated that the helicopter was traveling in a backward motion at approximately 60 feet above the ground. Examination of the downed helicopter revealed that wreckage debris was scattered in the immediate vicinity of the wreckage. The on site examination revealed the helicopter tail rotor struck a tree approximately 60 feet above the ground. The center of impact was nearly vertical in direction, 46 feet from the tree that was struck. The ground scar of the helicopter was consistent with very little or no lateral movement. The downed helicopter came to rest on its left side on a 010-degree magnetic heading approximately 5 nautical miles southeast of downtown Huntsville, Alabama. Examination of the wreckage at the wreckage site revealed the tail boom was separated. The tail rotor blade was separated from the tail boom. The pilot did not report any problems with the helicopter prior to the accident.

On October 7, 2003, at 0940 central daylight time, a Hughes 269A, N911HC, registered to and operated by Fredrick's Aviation Inc., collided with trees while hovering over a golf course in Huntsville, Alabama. The flight operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual weather conditions prevailed at the time of the accident. The commercial pilot was not injured, but his passenger received serious injuries. The helicopter sustained substantial damage. The flight departed Moontown Airport, Huntsville, Alabama, at 0910 central daylight time.

According to the pilot, the purpose of the flight was to photograph a nearby golf course. After arriving at the destination, the pilot attempted to position the helicopter so the passenger could photograph a portion of the golf course. The passenger stated the helicopter was traveling in a backward motion approximately 60 feet above the ground. According to the pilot, he was flying above the tree line at approximately 35 knots when he experienced a sudden loss of altitude. The pilot attempted to increase his forward airspeed, and the helicopter started to rotate. The pilot stated he performed autorotation procedures. However, the tail rotor assembly collided with trees, and the helicopter subsequently collided with the ground. The helicopter came to rest on its side at the 14 tee of the golf course.

According to the Hughes 269A pilot operating handbook the height velocity curve caution pilots to "avoid operation in shaded area". The height and airspeed of the flight, places the helicopter within the mentioned shaded caution range. According to the 0854, aviation surface weather observation from Huntsville International Airport Carl T Jones Field, Huntsville, Georgia recorded winds 130 degrees at 6 knots, 10 statute miles of visibility. There were scattered clouds at 9,500 and no precipitation. Temperature was reported at 70 degrees Fahrenheit, dew point 57 degrees Fahrenheit, and an altimeter setting of 30.14. The Huntsville International Airport is located 10 nautical miles from the accident site.

Examination of the downed helicopter revealed that wreckage debris was scattered in the immediate vicinity of the wreckage. The on site examination revealed the helicopter tail rotor struck a tree approximately 60 feet above the ground. The center of impact was nearly vertical in direction, 46 feet from the tree that was struck. The ground scar of the helicopter was consistent with very little or no lateral movement. The downed helicopter came to rest on its left side on a 010-degree magnetic heading approximately 5 nautical miles southeast of downtown Huntsville, Alabama. Examination of the wreckage at the wreckage site revealed the tail boom was separated. The tail rotor blade was separated from the tail boom. The main rotor blades were bent, and the glass canopy was broken. The pilot did not report any mechanical problems with the helicopter prior to the accident.

According to Federal Aviation Administration records, the pilot was issued a second-class medical certificate on May 16, 2002, with the restriction "must wear corrective lenes". The pilot was also issued a commercial pilot certificate on February 1, 2001, as a rotorcraft-helicopter pilot, with private pilot privileges in single engine land airplanes. The pilot also held a certified flight instructor's rating in rotorcraft -helicopter, issued July 10, 2003.

According to CFR 14 Part 61.23 "A second-class medical certificate expires at the end of the last day of the 12 month after the month of the date of the examination shown on the certificate for operations requiring a commercial pilot certificate". The pilot and passenger had an oral agreement for the use of a helicopter for compensation.