MIA00FA030

At the last refueling stop the pilot and passenger stated to the lineman that the greenhouse window above the pilot had cracked during the previous leg of the flight. The transcript of communications recorded on the cockpit voice recorder showed that about 29 minutes before the accident, the passenger stated to the pilot "I think if I hadn't-a broke that off we wouldn't had any greenhouse by the time we got home". About 18 minutes before the accident, the passenger stated to the pilot "boy those catfish are going crazy down there aren't they". The pilot respond "yep", "must have been the vibrations from the helicopter". About 2 minutes later the passenger and pilot discuss sighting deer in a field. About 1 minute 30 seconds before the accident, the pilot asked the passenger "has this vertical just gotten in here or has it been here for a while?" The passenger replied "we haven't had any verticals at all." The pilot replied, "we do now." The passenger replied, "yeah well it started right after we left back there. I think it maybe ah that's why I was thinking it was the air." About 20 seconds later, the passenger stated that another person had tracked the helicopter's blades before they left and that he was commenting on how smooth it was. About 40 seconds later the pilot stated "this stuff is getting worse." The recording then ended. Witnesses in the area of the accident site stated that they observed the helicopter flying from east to west, just above the treetops. The helicopter began rolling back and forth. They then observed the main rotor blades contact the tail area, and the aft tail boom and tail rotor separate. Shortly after this, the main rotor separated and the helicopter descended and crashed to the ground. A fire erupted during ground impact. Witnesses did not observe any smoke come from the helicopter prior to the accident. The entire main rotor system was accounted for in the wreckage, except for the pitch change horn for the "red" main rotor blade and the majority of the pitch change link that attaches to the "red" pitch change horn at the pitch change links lower rod end. The "red" grip remained in place in the main rotor system. The surface of the "red" grip exhibited two boreholes that mated with two bushing that were part of the departed and missing "red" pitch change horn. The mating grip surface exhibited a blackish residue near the pitch change horn boreholes, and the blackish area extended beyond the boreholes. The crashsite and an extended area back-up the wreckage path were searched extensively, including by Boy Scout parties; the "red" pitch change horn and most of the "red" pitch change link were not found. Examination of the red grip by an NTSB metallurgist showed the surfaces of both the upper and lower holes showed extensive areas of dark deposits and surface damage consistent with repeated small relative movements against mating objects (fretting). Visible fretting areas covered most of the surface of the bushing counter bores and portions of the fractured surfaces of the threads. Energy dispersive x-ray analysis of samples of the black deposits taken from the upper hole found them to mostly contain aluminum and iron and significant amounts of oxygen along with minor amounts for the other constituents of the grip and bushing. Samples from the lower hole were found to be mostly aluminum with large peaks for iron, cadmium, silicon and oxygen. Both bushing counter bores showed localized material removal and enlargement of the diameters. Up to .020 to 0.025 inches of material were removed in localized areas from the bushing bore. In addition, the bores were deformed and distorted adjacent to the grip surface. The surfaces of the holes, particularly the upper one, also contained circumferential marks in the bushing counter bore, the lock ring diameter and on the fractured threads indicating progressive and incremental movement of the mating objects. No other evidence of failure or malfunction of the helicopter structure, flight controls, engine, or rotor and rotor drive system was found. Aircraft records show the rotor head, including the"red" blade grip and pitch change horn, was last removed from the helicopter in March 1998, 162.2 flight hours before the accident, for blade retention strap replacement.

History of the Flight

On November 27, 1999, about 1445 central standard time, a Bell 212, N8144M, registered to Houston Helicopters, Inc., crashed near Philadelphia, Mississippi, while on a Title 14 CFR Part 91 positioning flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The helicopter was destroyed and the airline transport-rated pilot and one passenger were fatally injured. The flight last departed Tuscaloosa, Alabama, the same day, about 1408.

The helicopter was being positioned from Virginia, to Pearland, Texas, the home base for the helicopter operator. Transcript of communications from the FAA Air Traffic Control Tower, Tuscaloosa, Alabama, show the flight arrived at Tuscaloosa at 1329. The lineman at Dixie Air, Inc., Tuscaloosa, Alabama, who fueled the helicopter, stated he talked with the pilot and passenger when they arrived. They stated they were flying to Texas, and had been flying since early that morning. They stated that sometime that morning, the greenhouse window above the pilot had broken. They then requested that the fuel tanks be completely topped off with Jet-A fuel. The lineman stated that when he went to the helicopter to fuel it, he observed that the greenhouse window was cracked lengthwise. Transcripts show that at 1408, the pilot requested and was given a west departure from Tuscaloosa. No further contact with air traffic control facilities were made after this. (See transcript of communications and witness statement).

The transcript of communications recorded on the cockpit voice recorder showed that about 29 minutes before the accident, the passenger stated to the pilot "I think if I hadn't-a broke that off we wouldn't had any greenhouse by the time we got home". About 18 minutes before the accident, the passenger stated to the pilot "boy those catfish are going crazy down there aren't they". The pilot respond "yep", "must have been the vibrations from the helicopter". About 2 minutes later the passenger and pilot discuss sighting deer in a field. About 1 minute 30 seconds before the accident, the pilot asked the passenger "has this vertical just gotten in here or has it been here for a while?" The passenger replied "we haven't had any verticals at all." The pilot replied, "we do now." The passenger replied, "yeah well it started right after we left back there. I think it maybe ah that's why I was thinking it was the air." About 20 seconds later, the passenger stated that another person had tracked the helicopter's blades before they left and that he was commenting on how smooth it was. About 40 seconds later the pilot stated "this stuff is getting worse." The recording then ended. (See NTSB Cockpit Voice Recorder Factual Report of Group Chairman).

Witnesses in the area of the accident site stated that they observed the helicopter flying from east to west, just above the treetops. The helicopter began rolling back and forth. They then observed the main rotor blades contact the tail area, and the aft tail boom and tail rotor separate. Shortly after this, the main rotor separated and the helicopter descended and crashed to the ground. A fire erupted during ground impact. Witnesses did not observe any smoke come from the helicopter prior to the accident. (See Witness Group Chairman Factual Report).

Personnel Information

The pilot held a FAA airline transport pilot certificate with a helicopter rotorcraft rating, last issued on March 5, 1984. The pilot held a FAA second-class medical certificate, issued on December 1, 1998, with the limitation that holder shall wear lenses to correct for distant vision and possess glasses that correct for near vision. The pilot was hired by Houston Helicopters, Inc., in March 1999, and after attending ground training, received flight checks to act as pilot in command in the Bell 212, Bell 206, and Sikorsky S-76 helicopters. The Bell 212 flight check was conducted on March 27, 1999. At the time the pilot was hired, he reported he had accumulated 11,019 total flight hours, all in helicopters. He reported he had 2,356 total flight hours in the Bell 212. (See pilot records).

The passenger was employed by the helicopter operator as a mechanic. He held a FAA airframe and powerplant mechanic certificate, last issued on February 26, 1980. The passenger also held a FAA private pilot certificate with a airplane single engine land rating, issued on May 5, 1978.

Aircraft Information

The accident helicopter was a Bell Helicopter Textron Model 212, serial no. 30706, which was manufactured in May 1975. The helicopter was equipped with a Pratt and Whitney Canada PT6-3 engine, rated at 1,800 shaft horsepower, consisting of two 900 shaft horsepower power sections and a reduction gear box.

The helicopter received a 100-hour and annual inspection on April 12, 1999, at aircraft total time 11,243.7. The helicopter received a 25 hour and 50 hour inspection on September 23, 1999, at aircraft total time 11,288.7. On November 5, 1999, the helicopter received a daily and preflight inspection, at aircraft total time 11,302.2. The following discrepancies and corrective actions were noted in the records for the daily and preflight inspection:

"Check M/R servo alignment" [action] "Realigned lateral servos"

"Track and Balance M/R [action] "Performed track & Bal. Check & adjust"

"adjust autorotation RPM" [action] "adjusted auto RPM per M&M"

The "Next Inspection Due, 100 Hr. A B [was entered as] 11,343.7" hours.

The helicopter operator stated that the records for the helicopter were retained on the helicopter after this inspection and were destroyed in the accident. They stated the helicopter would have received a daily inspection by a mechanic each morning. They estimated the helicopter flew about 19 flight hours from the time of this daily and preflight inspection on November 5, 1999, until the time of the accident.

Aircraft records show the "red" main rotor blade grip, part number 204-011-121-9, serial number GD-9312-6, was removed from main rotor hub serial number ADA-08684, in July 1985, after accumulating 4,334.1 total flight hours. The grip was sent to Bell Helicopter Textron by Houston Helicopters, Inc., at this time for overhaul. The grip was then placed in storage and was returned to Bell Helicopter Textron in April 1992 for installation of Rosan fittings in the pitch change horn mounting holes. The Rosan fittings had been left out during the 1985 overhaul at Bell Helicopter Textron. The "red" blade grip was installed on main rotor hub serial number FB-71829 in January 1993, at hub total time 2,500.0 hours and grip total time 4334.1. The hub assembly, including the "red" grip was installed on another helicopter. In February 1994, after 17.5 hours of operation, the hub was removed due to an overspeed occurrence and again overhauled. The "red" grip was inspected for overspeed at this time. In June 1995, the hub was removed for compliance with a service bulletin. On March 25, 1996, the main rotor hub and "red" blade grip was installed on the accident helicopter, N8144M, at helicopter total time 11,050.2. On March 25, 1998, the hub was removed for blade retention strap replacement and then reinstalled on N8144M, on April 3, 1998. At the time of the accident, the "red" grip had accumulated 162.2 flight hours since the March 1998 removal and reinstallation of the main rotor hub, 556.5 flight hours since overhaul in 1985, and 4,890.6 total flight hours since new.

The "red" main rotor blade pitch change horn, part number 204-011-120-005, serial number HT-834, was removed from service in 1985, after accumulating 1,634.9 total flight hours. On January 12, 1993, the horn was installed on main rotor hub serial number FB-71829. At the time of the accident the "red" pitch change horn had accumulated 2,191.4 total flight hours. The horn has a life limit of 3,000 total flight hours.

Meteorological Informat