# NTSB CEN18LA020: Bell 206B, N60EA, Groom, TX, October 24, 2017 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: October 24, 2017, 15:40 local (20:40 UTC) - Place: Groom, TX - Coordinates: 35.222221, -101.238052 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.2222&lon=-101.2381&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern base: Fuel starvation](https://openairdocs.org/ntsb-events/191) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report March 18, 2019 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA Lubbock FSDO - NTSB case key (mKey): 96243 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN18LA020 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/96243/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=96243 - Page: https://openairdocs.org/ntsb/CEN18LA020 ## Probable cause The total loss of engine power due to fuel starvation. Contributing to the accident was the pilot’s decision to operate the helicopter with minimum fuel on board. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fuel system](https://openairdocs.org/ntsb-findings/01022800): Aircraft › Aircraft systems · Not specified (probable cause); cases with it: [Bell 206B, 2 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md?model=1181511), [All aircraft, 181 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Bell 206B, 15 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=1181511), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Bell 206B, 13 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=1181511), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern base: Fuel starvation](https://openairdocs.org/ntsb-events/191) (defining event); cases with it: [Bell 206B, 3 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=1181511), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Autorotation: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Bell 206B, 28 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=1181511), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The commercial pilot of the helicopter stated that there were 20 gallons of fuel on board when he departed on the aerial application flight. He flew to a 43-acre field and made steep turns while spraying the field. After dispensing the chemical, he made a steep, "hard right turn" en route to the operator's base, which was located about 3/4 mile west of the field. About 40 seconds after making the hard right turn and with the fuel gauge indicating 10 gallons remaining, the helicopter was on approach for landing. While on a right base leg to the landing zone and about 40 ft above ground level with about 35 kts airspeed, the pilot felt the "tail wag," and the engine stopped producing power. He performed an autorotation, but the tail impacted the ground during the landing flare, which resulted in substantial damage to the helicopter. During the examination of the helicopter, 2 spoons full of fuel were drained from the airframe fuel filter assembly. When the fuel boost pumps were turned on, they initially sounded as though they were cavitating. With the fuel boost pumps running, 7 gallons of fuel were drained from the fuel tank through the airframe fuel filter assembly. The engine was removed from the airframe and placed on a test cell, where it operated normally. The helicopter flight manual stated that, if installed, the FUEL LOW light would illuminate with about 20 gallons of fuel remaining. It stated that, if this light illuminated, the pilot should, "Land as soon as practical." The flight manual also contained a warning that, "Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes or out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is 10 gallons." It is likely that the engine experienced a total loss of power due to fuel starvation; however, the reason for the fuel starvation was not determined. The pilot decided to operate the helicopter with less than 20 gallons of fuel, and 7 gallons of fuel were found in the helicopter after the accident occurred. The final, steep right turn likely was uncoordinated, and it might have caused the fuel pickup in the tank to become unported, allowing air into the fuel line. However, the pilot reported that the boost pump circuit breakers were in, and they should have been able to deliver fuel to the fuel filter assembly. ## Factual narrative On October 24, 2017, about 1540 central daylight time, a Bell 206B helicopter, N60EA, sustained substantial damage during a forced landing after a total loss of engine power while on approach to a private landing zone near Groom, Texas. The pilot was not injured. The helicopter was owned and operated by Plains Aerial Leasing, Inc as a Title 14 Code of Federal Regulation Part 137 agricultural aerial application flight. Visual meteorological conditions existed near the accident site at the time of the flight, and a flight plan had not been filed. The flight departed from an off-airport landing zone about 1515. The pilot reported that he had been spraying fields "all day" in the helicopter before the accident occurred. After completing a field, he had the helicopter loaded with chemical and refueled from the helicopter operator's load truck. The pilot did not shut down the helicopter while refueling (commonly known as "hot refueling"). He stated that the fuel gauge indicated that there was 20 gallons of fuel on board when he departed on the accident flight. He flew to a 43-acre field which was about 8 miles away and began spraying. He stated that he flew steep turns while spraying the field. When all the chemical was dispensed onto the field, he made a steep "hard right turn" en route to the operator's base, which was located about 3/4 of a mile west of the field. About 40 seconds after making the hard-right turn and with the fuel gauge indicating 10 gallons of fuel remaining, the helicopter was on approach for landing. While on a right base leg to the landing zone and about 40 ft above ground level with about 35 kts airspeed, the pilot felt the "tail wag," and the engine stopped producing power. He performed an autorotation, but the tail impacted the ground during the flare which resulted in substantial damage to the helicopter. A Federal Aviation Administration (FAA) inspector examined the helicopter at the accident site. He examined the engine and there were no apparent anomalies visible. He manually turned the short shaft and the engine turned freely. The P3 line was intact and secure with no visible cracks in the line. The FAA inspector examined the helicopter's fuel system and determined that the fuel quantity and fuel pressure gauges worked properly. The fuel quantity gauge indicated about 7 gallons of fuel remaining. The fuel pressure gauge indicated 2 psi. He drained the airframe fuel filter assembly and 2 spoonsful of fuel were obtained. He turned the fuel boost pumps on, and he stated that the boost pumps initially sounded like they were cavitating. He drained the fuel with the fuel boost pumps running and he obtained about 7 gallons of fuel. The fuel was free of contamination and water. The examination of the helicopter's flight control system exhibited continuity. The breaks in the flight control system were consistent with overload fractures. The engine was removed from the airframe and shipped to a test facility for examination.After a visual examination, it was placed on a test cell. The engine started and completed ground-idle, flight-idle, max-continuous-power and take-off power runs. The engine then completed "wave-off" max-power transients where the power was reduced to flight idle and then rapidly increased to take-off power. The engine responded normally without surging or hesitation. The Bell Helicopter 206B Flight Manual stated that, if installed, the FUEL LOW light would illuminate with approximately 20 gallons of fuel remaining. It stated, "Land as soon as practical." (The accident helicopter did not have the Fuel Low caution light installed. The helicopter's total fuel capacity was 96.7 gallons) The 206B Flight Manual contained this WARNING: "Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes or out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is 10 gallons." The 206B Flight Manual stated this WARNING: "One or both fuel boost pumps is inoperative. Descend to below 6000 feet pressure altitude if flight permits. Land as soon as practical." The NOTE associated with the Warning stated: "The engine will operate without boost pump pressure under 6000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel pumps shall be ON for all normal operations." The pilot stated that he pushed the fuel boost pump circuit breakers in when he started the engine before the first flight of the day. He stated that he liked to confirm that the fuel boost pumps were operating when he started the engines. Similarly, he pulled out the circuit breakers when he shut down the helicopter at the end of the day to hear the fuel boost pumps turn off. Although he had refueled throughout the day, he conducted hot refueling between flights and did not shut down the helicopter. He stated that the boost pump circuit breakers were in during the accident flight. He also stated that he will pull the caution light circuit breaker to silence the low rotor rpm warning horn during ground operations. Both boost pump circuit breakers and the caution light circuit breaker had blue collars installed at the end of the circuit breakers which made it easier to identify and pull the circuit breakers. At 1530, the surface weather observation at the Perry Lefors Field Airport (PPA), Pampa, Texas, located about 25 miles to the northeast of the accident site, was; wind 340° at 18 kts, gusting to 27 kts; visibility 10 miles; skies clear; temperature 18° C; dew point -7° C; and altimeter 30.40 inches of mercury. ## Aircraft - Registration: [N60EA](https://openairdocs.org/deregistered/N60EA-2019-06-28), registration cancelled 2019-06-28, S/N 2068, built 1976 (OpenAirDocs) - Reported make and model: BELL 206B - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Registry engine: [Rolls-Royce 250-C20](https://openairdocs.org/engine/rolls-royce-250-c20) (registry code 54178, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 2068 - Year built: 1976 - Airframe hours: 9062 - Engines: ROLLS-ROYC 250-C20B 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Aerial application, Part 137 - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Annual, October 10, 2017 - Departed: Groom, TX - Destination: Groom, TX ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 26; injuries: none; commercial; airplane ratings: single-engine land; medical: class 1, without waivers/limitations; last flight review March 16, 2017; seat: right; restraint: 4-point; flight hours: 897 total, 280 in this make and model, 160 in the last 90 days, 42 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 340° at 18 knots, gusting 27 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 19 °F - Altimeter: 30.39 inHg - Observed at: PPA, 23 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20171024014989A](https://openairdocs.org/incident/20171024014989A), Oct 24, 2017: Bell 206B, Groom, TX, Substantial damage. October 24, 2017, approximately 1540 local time, N60EA, a Bell 206B helicopter sustained substantial damage during a forced landing after a total loss of… ## Other investigations on N60EA (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB CHI02LA181](https://openairdocs.org/ntsb/CHI02LA181), Jul 6, 2002: Bell 206B (N60EA), Three Rivers, MI, substantial damage. Probable cause: A loss of tail rotor effectiveness. ## Docket (10 files) The files NTSB released with the investigation on June 14, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=96243. 4.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 605 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464110&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - NTS Record of Conversations (item 2, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464111&FileExtension=.PDF&FileName=NTS%20Record%20of%20Conversations-Master.PDF - NTSB Pilot Interview Summary (item 3, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464112&FileExtension=.PDF&FileName=NTSB%20Pilot%20Interview%20Summary-Master.PDF - Image of the Flight Track (item 4, .PDF, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464113&FileExtension=.PDF&FileName=Image%20of%20the%20Flight%20Track-Master.PDF - Aerial View of Accident Site (item 5, .PDF, 1 photo, 410 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464114&FileExtension=.PDF&FileName=Aerial%20View%20of%20Accident%20Site-Master.PDF - Rotorcraft Flight Manual Excerpt (item 6, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464115&FileExtension=.PDF&FileName=Rotorcraft%20Flight%20Manual%20Excerpt-Master.PDF - On-Site Examination (item 7, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464116&FileExtension=.PDF&FileName=On-Site%20Examination-Master.PDF - Engine Test Summary (item 8, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464117&FileExtension=.PDF&FileName=Engine%20Test%20Summary-Master.PDF - Engine Run Summary (item 9, .PDF, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464118&FileExtension=.PDF&FileName=Engine%20Run%20Summary-Master.PDF - Investigation Photos (item 10, .PDF, 8 photos, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464119&FileExtension=.PDF&FileName=Investigation%20Photos-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.