# NTSB DEN02FA065: Bell 206BIII, N2779B, Raton, NM, June 27, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 27, 2002, 07:58 local (13:58 UTC) - Place: Raton, NM - Coordinates: 36.825832, -104.908332 - Nearby events: https://openairdocs.org/map.md?lat=36.8258&lon=-104.9083&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report September 30, 2003 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 55098 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN02FA065 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55098/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55098 - Page: https://openairdocs.org/ntsb/DEN02FA065 ## Probable cause The pilot's failure to maintain clearance of the static wire. Factors were the static wire, and the glaring sunlight condition. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - clearance - not maintained, pilot in command (cause) - object - wire,static (contributing factor) - light condition - sunglare (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The pilot was flying a power line inspection patrol for possible maintenance needs when the helicopter struck power lines. The mission was flown at 40 to 50 knots, on the right side of the wires, with the main rotor a "few" feet above the highest wire, but not over-lapping the wire. This permitted the observer, sitting in the left seat, to have an optimum view. Two 3/8 inch in diameter galvanized steel static cables (without associated transmission wires) joined the northbound galvanized steel static cables (with associated transmission cables) on a 30 degrees angle. The accident occurred at 0758, when the sun was at approximately 24 degree altitude above the horizon, and its azimuth was 78 degrees east of north (there were no clouds in the sky). This report was modified on November 21, 2005. ## Factual narrative HISTORY OF FLIGHT On June 27, 2002, at 0758 mountain daylight time, a Bell 206BIII helicopter, N2779B, was destroyed following impact with transmission lines while maneuvering near Raton, New Mexico. The commercial pilot and his passenger were fatally injured. Aero West Helicopters, Albuquerque, New Mexico, was operating the helicopter under Title 14 CFR Part 91. Visual meteorological conditions prevailed for the cross-country flight that originated from Raton, New Mexico, approximately 45 minutes before the accident. A flight plan had not been filed. The pilot and his passenger, an employee of Tri-State Generation and Transmission Association, were flying a power line inspection patrol for possible maintenance needs. A refueler at Raton Municipal Airport said the helicopter was "topped off" with 61 gallons of Jet A fuel, and it departed at approximately 0715. A Tri-State Generation and Transmission employee said the Springer substation (located 17 nautical miles (nm) south of the Raton Municipal Airport) was the origin of the transmission wire going to the York Canyon Mine Complex of the Pittsburgh & Midway (P&M) Coal Mining Co. where the accident occurred. A witness, located approximately 3 nm south of the accident site, said he saw the helicopter flying northwest, level with the wires. Another witness observed the helicopter flying northbound. Moments later, it exploded "in a fireball." PERSONAL INFORMATION The pilot took his last second class FAA flight medical examination on February 27, 2002, and at that time he reported on his application that he had 4,500 hours of flight experience, with 260 hours during the last 6 months. Documentation from the pilot's employer indicates that he had approximately 5,065 hours of flight experience at the time of the accident, with approximately 4,700 hours in helicopters. The pilot's flight logbook was never located, and the date of his last CFR 14 Part 135 check ride was March 5, 2002. AIRCRAFT INFORMATION The helicopter was a single engine, two-bladed main rotor, five seat aircraft, which was manufactured by Bell Helicopter in 1978. It was powered by an Allison 250-C20B turbo shaft, reverse flow engine that had a maximum sea level rating of 420 horsepower. The airframe and engine each had approximately 14,201 hours of flight time. The helicopter had a 91 gallons fuel capacity, and it was not equipped with wire cutters. An Aero West Helicopters employee said wire inspection flights were flown between 40 and 50 knots, on the right side of the transmission system, with the main rotor a "few" feet above the highest wire, but not over-lapping the wire. This permitted the observer, sitting in the left seat, to have an optimum view. METEOROLOGICAL INFORMATION At 0753, the weather conditions at the Raton Municipal Airport (elevation 6,352 feet), Raton, New Mexico, 095 degrees 20 nautical miles (nm) from the accident site, was as follows: wind 080 degrees for 5 knots; visibility 10 statute miles; clear of clouds; temperature 61 degrees Fahrenheit; dew point 46 degrees Fahrenheit; altimeter setting 30.26 inches. At 0800, the sun's altitude was 24 degrees above the horizon, and its azimuth was 78 degrees east of north. WRECKAGE AND IMPACT INFORMATION The helicopter was found (N36 degrees, 49.58'; W104 degrees, 54.50'; elevation 7,145 feet) on an open, rolling field located on the York Canyon Mine Complex of the Pittsburgh & Midway (P&M) Coal Mining Co. Three 61 foot high transmission poles were located approximately 180 feet, at 340 degrees from the main wreckage. Each of their transmission wires were oriented 340-160 degrees, and were protected by two higher 3/8 inch in diameter galvanized steel static cables. Two additional 3/8 inch in diameter galvanized steel static cables joined the two eastern most poles on a 310 degree orientation; they had no associated transmission wires. These two additional static cables were associated with another set of transmission wires located approximately 175 feet to the east. All of the helicopter's major components were accounted for at the accident site. The cabin area of the fuselage, main transmission, and hydraulic and flight control components were consumed by postimpact fire. The engine was found in two pieces, which were located outside of the burn zone. The main rotor system separated from the aircraft as a result of a fracture of the mast at the static stops. The aircraft manufacture's representative said "the tail boom had fractured at two locations due to strikes from the main rotor." All three segments of the tail boom were found with no fire damage. No preimpact engine or airframe anomalies, which might have affected the airplane's performance, were identified. MEDICAL AND PATHOLOGICAL INFORMATION The University of New Mexico's School of Medicine's Office of the Medical investigator, Albuquerque, New Mexico, performed an autopsy on the pilot on June 28, 2002. The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI's report (#200200163001), the blood was tested for carbon monoxide, cyanide, volatiles (ethanols), and drugs, with negative results. TEST AND RESEARCH The modification of the six main transmission wires junction, three coming from 160 degrees and three coming from 130 degrees, occurred on January 1, 2000. Before that time, the three wires coming from 160 degrees joined the other three, and proceeded north on the same poles. Hence, their respective static wires also joined at these poles. After January 1, 2000, the three transmission wires coming from 160 degrees, turned to 340 degrees (paralleling the other set of wires), approximately 175 east of the first set of three wires. Their original static wires were left in place. ADDITIONAL DATA The helicopter, including all components and logbooks, was released to a representative of the owner's insurance company on September 23, 2002. This report was modified on November 21, 2005. ## Aircraft - Registration: [N2779B](https://openairdocs.org/deregistered/N2779B-2005-03-16), registration cancelled 2005-03-16, S/N 2819, built 1978 (OpenAirDocs) - Reported make and model: Bell 206BIII - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: 2819 - Airframe hours: 14199 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: Destroyed - Fire: On-Ground - Flight: Aerial observation, Part 91 - Operator: Aero West - Registered owner: MSI Helicopters Leasing - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 23, 2002, 27 hours before - Departed: RTN ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; injuries: fatal; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane, helicopter; medical: class 2, valid medical--no waivers/lim.; seat: right; toxicology performed; flight hours: 5,065 total, 3,000 in this make and model, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 80° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 46 °F - Altimeter: 30.26 inHg - Observed at: KRTN, 20 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 20020627013869A](https://openairdocs.org/incident/20020627013869A), Jun 27, 2002: Bell 206B, Raton, NM, No damage, 2 fatal. (.19) On June 27, 2002, at 0758 mountain daylight time, a Bell 206BIII helicopter, N2779B, was destroyed following impact with transmission lines while… ## Other investigations on N2779B (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 FTW94LA110](https://openairdocs.org/ntsb/FTW94LA110), Mar 27, 1994: Bell 206B (N2779B), Belen, NM, substantial damage. Probable cause: THE HARD LANDING DUE TO A DELAYED FLARE AND IMPROPER TOUCHDOWN. A FACTOR WAS THE LOSS OF ENGINE POWER. ## Docket (18 files) The files NTSB released with the investigation on July 14, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55098. 5.1 MB in all. - Maps or Charts of Accident Area, Wreckage Diagrams (item 1, .PDF, 851 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184971&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Reports from State Agencies (item 2, .PDF, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449321&FileExtension=.PDF&FileName=Reports%20from%20State%20Agencies-Master.PDF - Other Pertinent Forms and Reports (item 3, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449322&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 4, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449323&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 5, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449324&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Toxicological Report (item 6, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40449325&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Photo #1 - Looking south from the impact point (item 7, .PDF, 123 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184977&FileExtension=.PDF&FileName=Photo%20%231%20-%20Looking%20south%20from%20the%20impact%20point-Master.PDF - Photo #2 - Looking 310 degrees, merging static lines (item 8, .PDF, 718 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184979&FileExtension=.PDF&FileName=Photo%20%232%20-%20Looking%20310%20degrees,%20merging%20static%20lines-Master.PDF - Photo #3 - A close look at merging static lines (item 9, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184981&FileExtension=.PDF&FileName=Photo%20%233%20-%20A%20close%20look%20at%20merging%20static%20lines-Master.PDF - Photo #4 - Main fuselage wreckage (item 10, .PDF, 743 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184994&FileExtension=.PDF&FileName=Photo%20%234%20-%20Main%20fuselage%20wreckage-Master.PDF - Photo #5 - Looking south, power polls to wreckage (item 11, .PDF, 207 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184986&FileExtension=.PDF&FileName=Photo%20%235%20-%20Looking%20south,%20power%20polls%20to%20wreckage-Master.PDF - Photo #6 - Accessory section with compressor (item 12, .PDF, 317 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184987&FileExtension=.PDF&FileName=Photo%20%236%20-%20Accessory%20section%20with%20compressor-Master.PDF - Photo #7 - Turbin section of the engine (item 13, .PDF, 269 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184989&FileExtension=.PDF&FileName=Photo%20%237%20-%20Turbin%20section%20of%20the%20engine-Master.PDF - Photo #8 - Short shaft, between engine and transmission (item 14, .PDF, 297 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184991&FileExtension=.PDF&FileName=Photo%20%238%20-%20Short%20shaft,%20between%20engine%20and%20transmission-Master.PDF - Photo #9 - Transmission cowling (item 15, .PDF, 234 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184996&FileExtension=.PDF&FileName=Photo%20%239%20-%20Transmission%20cowling-Master.PDF - Photo #10 - Tail rotor section (item 16, .PDF, 243 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40184998&FileExtension=.PDF&FileName=Photo%20%2310%20-%20Tail%20rotor%20section-Master.PDF - Photo #11 - Tail rotor assembly (item 17, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40185001&FileExtension=.PDF&FileName=Photo%20%2311%20-%20Tail%20rotor%20assembly-Master.PDF - Photo #12 - The instrument panel (item 18, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40185003&FileExtension=.PDF&FileName=Photo%20%2312%20-%20The%20instrument%20panel-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.