LAX95FA313

The helicopter was engaged in filming operations for a video production company and made three passes along a river. On the third pass it flew down the river at an altitude between 50 and 100 feet and struck electrical transmission lines which span the river. After wire impact, the aircraft continued in the same direction, shaking and spinning to the right before final ground impact. Witnesses said that the wires were difficult to see because of foliage on the canyon walls. The helicopter was not equipped with wire cutters.

History of flight

On August 29, 1995, at 1720 hours Pacific daylight time, a Bell 206-L1, N3886J, collided with wires and subsequently crashed while maneuvering near Johnsondale, California. The aircraft was destroyed and the commercial pilot and his passenger received fatal injuries. The aircraft was being operated as an aerial motion picture platform by CineFlight, Inc., when the accident occurred. The flight originated in Kernville, California. Visual meteorological conditions prevailed at the time and no flight plan was filed.

Witnesses located in the Limestone campground area in the Sequoia National Forest reported seeing the aircraft flying along the Kern river adjacent to the campground. They observed the helicopter flying downstream at an altitude of 200 feet agl, reversing course, and then flying back upstream. Over the next 10 minutes, the pilot made two additional passes over the river. Several witnesses noted that a person onboard the aircraft, wearing a red hat and a blue jacket, waved to them as the he flew by. The Tulare County Sheriff's Coroner-Investigator later confirmed that the pilot was wearing a blue jacket.

The aircraft was observed by witnesses to be at an altitude between 50 and 100 feet above the river during the third pass when it appeared to strike electrical transmission lines at approximately an 80-degree angle. After striking the lines, the aircraft continued in an easterly direction, started shaking very badly, and spun around several times. Witnesses also stated that the wires were difficult to see because of foliage on the canyon walls.

The aircraft's final position was located on the north side of the river canyon about 50 feet above and 20 feet north of Sherman Pass Road, approximately 360 feet east of the span of wire. The fuselage was oriented in the direction of 150 degrees. The California Highway Patrol Aero Unit, using their GPS, reported the accident location as latitude 35 degrees 57.4 minutes north by longitude 118 degrees 28.4 minutes west, at an altitude of 3,500 feet msl. None of the witnesses reported seeing the final ground impact.

Aircraft information

A review of the aircraft and engine logbooks by FAA inspectors did not reveal any discrepancies. The helicopter was not equipped with wire cutters.

Wreckage and impact information

A postcrash inspection of the aircraft revealed wire impact marks on the main rotor leading edge and aft cross tube. There was evidence of arcing on one of the main rotor pitch change tubes and there was chordwise scoring on one of the tail rotor blades.

There were dark stains visible on the face of the canyon below the aircraft and witnesses commented about a persistent odor they described as "JP-4." U.S. Forest Service fire fighting equipment responded and washed down the immediate area with water.

Southern California Edison (SCE) reported that the power lines contacted by the aircraft consisted of three No. 2 copper stranded electrical transmission lines. The breaks were all located directly over the river. The height of the span was reported as 132 feet above Sherman Pass Road, which parallels the river at that point. The length of the span was estimated by SCE officials as between 1,500 and 2,000 feet. The electrical pole south of the river is further to the east than the opposite pole is to the north. The wires in the span were not equipped with tanaball markers.

Medical and pathological information

An autopsy was performed by the Tulare County Coroner and a toxicological sample was taken and forwarded to the FAA Civil Aero Medical Institute (CAMI) for screening. Technicians at CAMI reported negative results for alcohol and all screened drug substances.

Additional information

U.S. Forest Service personnel reported that a temporary special- use permit had been issued to The End, Inc., on August 28, 1995, to operate in the National Park area for the purpose of aerial filming. The permit did not specify, or require, specific wire avoidance procedures be followed, nor did it identify sources for obtaining such information. A copy of the permit is appended to this report.

The U.S. Forest Service also issued an operating plan to The End, Inc., for whom CeniFlight was providing aerial photography services. A copy of the plan is appended to this report.

The FAA reported that such operations also require advance notice to, and approval by, the geographic Flight Standards Office (FSDO) prior to commencing flight operations. The Fresno FSDO had not been made aware of the ongoing operation, consequently, no Certificate of Waiver or Authorization had been issued by that office.

The wreckage was released to a representative of AIG Aviation on November 30, 1995.