# NTSB CHI97FA149: Bell 206L3, N35CH, Boise, ID, May 27, 1997 - Type: NTSB accident investigation - Classification: Accident · No injuries · Field investigation · Final report - Date: May 27, 1997, 11:10 local (18:10 UTC) - Place: Boise, ID - Coordinates: 43.559886, -116.210975 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.5599&lon=-116.2110&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report April 10, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 10427 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI97FA149 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/10427/pdf - Page: https://openairdocs.org/ntsb/CHI97FA149 ## Probable cause the improper torque meter installation by maintenance personnel, attempting flight with known discrepancies by the pilot-in-command and the check airman, and an improper autorotation by the pilot-in-command with improper oversight of the autorotation maneuver by the check airman. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, maneuvering - throttle/power lever,push/pull rod - binding(mechanical) - maintenance,modification - inadequate, other maintenance personnel (cause) - operation with known deficiencies in equipment - attempted, pilot in command (cause) - operation with known deficiencies in equipment - attempted, faa inspector (cause) - Hard landing, maneuvering - autorotation - inadequate, pilot in command (cause) - supervision - inadequate, faa inspector (cause) ## Analysis The pilot was executing an autorotation maneuver for a FAR Part 135 flight check. This autorotation maneuver was to be a 180-degree reversal autorotation to a predetermined spot landing with a power termination. The pilot executed the maneuver, but during the level-off received a low RPM warning horn, and attempted to recover using power. During the attempt to increase power the helicopter's throttle interfered with a nut which had been installed for an external torque meter approximately one week before the accident. The nut on the torque meter installation interfered with the throttle controls in certain positions only. A discrepancy with the helicopter's throttle was noticed by the pilot-in-command, and reported to the FAA examiner before the beginning of the flight check. ## Factual narrative HISTORY OF FLIGHT On May 27, 1997 at 1110 mountain standard time (mst), a Bell 206L3, N35CH, was substantially damaged during an autorotation maneuver. The pilot was executing the maneuver during a Federal Aviation Administration (FAA) FAR Part 135 flight check when the accident occurred. The pilot had just completed two autorotation maneuvers, and this autorotation maneuver was to be a 180 degree reversal autorotation to a predetermined spot landing with a power termination. The pilot executed the maneuver, but during the level off received a low RPM warning horn. The pilot attempted to increase engine power using the throttle on the collective, but was not able to attain maximum engine RPM. The helicopter impacted hard with the taxiway, causing structural skin damage to the tail boom. The airline transport pilot and two FAA inspectors were uninjured in the accident. The 14 CFR Part 91 flight was operating in visual meteorological conditions, and no flight plan had been filed. TESTS AND RESEARCH The investigator in charge (IIC) examined the helicopter on May 29, 1997. Prior to the IIC arriving, the helicopter's tail boom and interior had been removed from the helicopter. With the interior removed from the helicopter the collective and throttle controls were moved throughout their full range of travel. With the collective control near its maximum rotor blade angle position the throttle linkage would bind with a nut when it reached the mid throttle position. If the collective was cycled with the throttle in the idle position no binding would occur. The helicopter had been modified to incorporate an external torque meter which was placed on the helicopter in view of the pilot. This torque meter was installed to aid the pilot while conducting external lifting operations. The major repair and alteration paper work (FAA Form 337), indicated an installation date of May 23, 1997. It was a nut from the installation of this torque meter which interfered with the throttle controls when the controls were cycled following the accident. ADDITIONAL INFORMATION The pilot in command of the helicopter in a written statement wrote that during the preflight cockpit check she noticed a "... slight lump in the throttle...", and reported that she pointed this out to the FAA examiner. She wrote that both pilots believed it to have been caused by the installation of the dual controls for this flight. The IIC asked the FAA examiner on June 4, 1997 if he remembered the pilot making this comment, and he remembered the pilot making some comment to him about the throttle before the flight, but could not remember the pilot's exact words. Two helicopter instructor pilots were interviewed by the IIC following the accident. Both pilots reported that any time an autorotation was executed they always assume that no engine power will be available during the recovery portion of the maneuver. Federal Aviation Regulation FAR 61.47 states that unless previously agreed upon the FAA examiner is not the pilot in command during a flight check. ## Aircraft - Registration: [N35CH](https://openairdocs.org/deregistered/N35CH-2012-09-17), registration cancelled 2012-09-17, S/N 51335, built 1990 (OpenAirDocs) - Reported make and model: Bell 206L3 - Registry model: [Bell 206L-3](https://openairdocs.org/model/bell-206l-3) (registry code 1182108) (OpenAirDocs) - Registry engine: [Allison 250-C30 series](https://openairdocs.org/engine/allison-250-c30-series) (registry code 03015, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 51335 - Airframe hours: 3202 - Engines: Allison 250-C30P 650 horsepower turbo shaft - Damage: Substantial damage - Flight: Part 91 - Registered owner: Jeflyn Aviation Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 2, 1997 - Departed: BOI, ID - Destination: BOI - Airport: BOI, Gowen Field ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; commercial, airline transport; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: right; flight hours: 7,860 total, 625 in this make and model, 7,050 as pilot in command, 10 in the last 90 days, 3 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 40 statute miles - Lowest ceiling: none - Temperature: 70 °F ## 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 19970527012009A](https://openairdocs.org/incident/19970527012009A), May 27, 1997: Boise, ID, Substantial damage. On a check ride, conducting a 180 degree autorotation, made a hard landing. 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.