# NTSB LAX96FA310: Bell/Tsirah 209AH-1FT, N777TZ, Palmdale, CA, August 20, 1996 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 20, 1996, 16:24 local (23:24 UTC) - Place: Palmdale, CA - Coordinates: 34.52087, -118.079574 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.5209&lon=-118.0796&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 2 serious; on the ground: 1 serious - Status: Completed, report May 23, 1997 - Report: Approved by Office Director - NTSB case key (mKey): 29290 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX96FA310 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/29290/pdf - Page: https://openairdocs.org/ntsb/LAX96FA310 ## Probable cause the first pilot misjudged the distance from the rock outcropping. The pilot's ostentatious display was a factor in this accident. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - object - other - distance/altitude - misjudged, pilot in command (cause) - ostentatious display, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis The civilian restored U.S. Army Cobra attack helicopter was filming a commercial. Production personnel reported the helicopter made three flights over the area; a nonfilmed overview flight and two filmed flights. The filming director said that the helicopter was to fly between and over two rock outcroppings and chase a ground vehicle. On the first flight the helicopter hovered south of the western rock outcropping and then flew over it in a northerly direction descending toward the ground vehicle. On this initial flight, the timing between the helicopter and the ground vehicle was inadequate due to blowing sand. The director then instructed the helicopter pilot to hover further south of the rock outcroppings and for the ground vehicle driver to begin his sequence earlier. On the second flight, the helicopter flew in a northeasterly direction at a lower altitude when the pilot made a slight left turn. During the turn, the helicopter's main rotor blades struck the rock outcropping located to the left side and immediately began to separate. The rotor blades decelerated and the helicopter struck the ground in a nose-up level attitude. ## Factual narrative History of Flight On August 20, 1996, at 1624 hours Pacific daylight time, the main rotor blades of an experimental certificated Bell/Tsirah 209AH-1FT helicopter, N777TZ, struck a rock outcropping and crashed near Palmdale, California. The pilots were conducting a local area visual flight rules filming flight. The helicopter, registered to Tsirah Corporation, Westlake Village, California, and operated by West Coast Helicopters, Van Nuys, California, was destroyed. The certificated airline transport first pilot sustained minor injuries; one ground person sustained serious injuries, and the certificated commercial second pilot sustained fatal injuries. Visual meteorological conditions prevailed. The flight originated at the accident site about 1610. The helicopter was engaged in filming for a commercial. The director told Safety Board investigators that his producer contracted the operator to provide the helicopter for the filming sequence. He said that he discussed the flight with the pilot and that the pilot surveyed the flight path area on the ground before the flight. He said that the helicopter was to fly over and between two rock outcroppings and descend toward a moving ground vehicle. After the helicopter and vehicle departed the area, a series of buried pyrotechnics (a.k.a. squibs) were to be detonated. The director said that the helicopter made three flights. The first flight was an overview of the proposed flight path and was not filmed. On the first filming flight, the helicopter hovered south of the rock outcroppings. When the filming action started, the helicopter came over the rock outcroppings on a northerly heading and descended toward the moving chase vehicle. He said that the timing between the helicopter and the chase vehicle was insufficient. He also said that the blowing sand made by the helicopter when it was hovering necessitated a retake of the action sequence. The director instructed the pilot through the ground coordinator via a two-way radio to orbit further south of the outcroppings. He also instructed the driver of the chase vehicle to begin moving about 5 seconds earlier; he did not instruct the pilot to fly at a lower altitude. The director and other ground witnesses reported that on the accident flight, the helicopter came between and slightly above the rock outcroppings while in a left turn. When the helicopter nosed over, the main rotor blades struck the west side rock. Pieces of the main rotor blades separated and the helicopter began to oscillate about its longitudinal axis. The helicopter assumed a momentarily level flight attitude and flew in a northerly direction. The main rotor rpm began to decrease and the helicopter entered into a nose high, tail low attitude. The helicopter struck the ground maintaining a nose high attitude. After the initial ground impact, the helicopter bounced and struck a parked truck and trailer. A representative of Tsirah Corporation, the registered owner of the helicopter (herein referred to as the owner), confirmed the director's statement. He said that he was communicating with the pilot via the two-way radio. The owner's representative also said that he and the second pilot of the accident flight flew the helicopter on the day of the accident to the filming location. The flight departed Van Nuys Airport about 1444 hours and arrived at the filming location about 1509 hours. He said that he deplaned the helicopter at the filming location. He said that he was not aware of the particulars of the proposed filming flight, but that the pilot had discussed the flight with the director. The owner's representative said in a written statement that he was acting as the ground coordinator and relaying messages to the first pilot. He said that the helicopter made a non-filmed practice run. After the practice run, the director told him to tell the first pilot to get into position because he was going to film the second pass. At the director's direction, the helicopter began the second pass. Due to the faulty timing and the dust cloud, the director said that another pass was required. The first pilot suggested to the director, through the owner's representative, that because of timing problems, that the owner's representative should give him a 5 second advance cue so that he could ". . .fly around without hovering. . . ." The owner's representative relayed this information to the first assistant director who relayed it to the director. The director agreed with the 5 second delay. After he relayed the director's action cue to the flight, the first pilot said, ". . .you're going to like this one. . . . " The owner's representative said he saw the helicopter go through the natural V-shaped channel of the rock outcroppings. He said that the helicopter appeared to be lower and then the helicopter made a left banking turn. The helicopter's main rotor blades repeatedly struck the western side rock outcropping and began to disintegrate. The helicopter appeared to level off momentarily and the main rotor blades began to breakup. The helicopter crashed shortly thereafter. The owner's representative was the first person to arrive at the helicopter. The helicopter was lying on its lower fuselage with the engine still running. The side of the helicopter had struck a stake bed truck. He climbed to the rear seat and the first pilot was apparently dazed. He reached over the first pilot and shut down the engine. He aided the first pilot in exiting the helicopter and then went to the second pilot. The second pilot was motionless. The owner's representative said that the second pilot was not wearing his helmet and that both shoulder harnesses were lying unattached to the left of his body. The lap belt was properly secured. A Los Angeles County Sheriff's deputy confirmed that the owner's representative told him that before commencing the accident flight, the pilot said over the radio that, ". . .you're going to like this one. . . ." The following are sworn statements taken at the National Transportation Safety Board, Southwest Regional Office, Gardena, California: First Pilot: Safety Board investigators interviewed the pilot on September 4, 1996. The pilot said that the director called about a week before the accident and asked him to make a flyby over the set. The flyby was scheduled for the accident date. The helicopter was not going to be in the filming sequence. About 4 days before the accident, the director told him that the helicopter was going to be filmed. The helicopter was to reveal itself and then fly over the camera. The day before the accident the pilot scouted the filming area. On the day of the accident he arrived at the filming set via ground vehicle about 1200 hours. In a brief conversation, the director pointed to the rock outcroppings as the initial point where the helicopter was to reveal itself. He did not review the story boards or the script. The pilot said that the helicopter was not to fly between the rock outcroppings. The camera angle would make it appear as if the helicopter was flying between the rocks. The pilot said that he told the director that the helicopter would need to come up from the back [south] side of the rocks. The director told the pilot that the helicopter was to be as low as possible over the rocks. When the helicopter arrived, the owner's representative deplaned from the rear seat. The pilot briefed the owner's representative as to the filming sequence and told him to stand next to the first assistant director (AD). The owner's representative assumed the aerial/ground coordinator's duties. The pilot, on the advice of his attorney, claimed his fifth amendment rights, and refused to acknowledge if he was the pilot-in-command during the accident flight. He also refused to state if he or the second pilot was piloting the helicopter at the time of the ## Aircraft - Registration: [N777TZ](https://openairdocs.org/deregistered/N777TZ-1996-12-04), registration cancelled 1996-12-04, S/N 777 (OpenAirDocs) - Reported make and model: Bell/Tsirah 209AH-1FT - Registry model: [Bell / Tsirah Helicopter 209 AH-1FT](https://openairdocs.org/model/bell-tsirah-helicopter-209-ah-1ft) (registry code 1181904) (OpenAirDocs) - Category: Helicopter, amateur-built - Serial number: 777 - Airframe hours: 98 - Engines: Lycoming T53-L-703 1422 horsepower turbo shaft - Damage: Destroyed - Flight: Other work use, Part 91 - Operator: West Coast Helicopters - Registered owner: Tsirah Corporation - Airworthiness certificate: Special, Experimental (Special) - Last inspection: 100 hour, April 18, 1996, 2 hours before ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 34; private, airline transport; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, valid medical--no waivers/lim.; seat: rear; toxicology performed; flight hours: 11,000 total, 70 in this make and model, 10,700 as pilot in command, 70 in the last 90 days, 25 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Visibility: 50 statute miles - Lowest ceiling: none - Temperature: 91 °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 19960820023389A](https://openairdocs.org/incident/19960820023389A), Aug 20, 1996: Bell 209, Palmdale, CA, Destroyed, 1 fatal. During filming ground vehicle main rotors struck rock cropping. Settled nose high. Struck a truck 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.