# NTSB MIA97FA172: Bell 206B, N61PP, Winter Park, FL, May 22, 1997 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Field investigation · Final report - Date: May 22, 1997, 17:10 local (21:10 UTC) - Place: Winter Park, FL - Coordinates: 28.590147, -81.340766 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=28.5901&lon=-81.3408&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 3 serious - Status: Completed, report February 2, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 38141 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA97FA172 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38141/pdf - Page: https://openairdocs.org/ntsb/MIA97FA172 ## Probable cause The pilots improper in-flight planning/decision to conduct an out of ground effect hover with a tailwind resulting in an in-flight loss of directional control due to loss of tailrotor effectiveness/unanticipated right yaw, and subsequent in-flight collision with a tree and terrain. Contributing to the accident was the manufactures inadequate written procedures in the flight manual, and the pilot's inadequate training pertaining to the loss of tailrotor effectiveness/unanticipated right yaw. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, hover - out of ground effect - weather condition - tailwind - in-flight planning/decision - improper, pilot in command (cause) - procedure inadequate, manufacturer (contributing factor) - out of ground effect - performed, pilot in command - inadequate training(emergency procedure(s)), pilot in command (contributing factor) - directional control - not maintained, pilot in command - loss of tail rotor effectiveness - encountered, pilot in command - Loss of control - in flight, descent - uncontrolled - In flight collision with object, descent - uncontrolled - object - tree(s) (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis Witnesses observed the helicopter hovering out of ground effect with a tailwind. The nose of the helicopter pitched nose high and the helicopter started to hover backwards. The nose yawed right and back to the left, and then started spinning to the right descending with the nose pitching up and down before the helicopter disappeared from view behind a tree line. Examination of the helicopter revealed no evidence of a precrash mechanical failure or malfunction of the airframe, flight controls, engine assembly or accessories. Review of the pilots logbook revealed he had not flown the helicopter in six months. The pilot stated he had not received any instruction in the loss of tailrotor effectiveness or uncommanded left or right yaw. He was not aware of the conditions required for this phenomenon to occur or what corrective action should be taken. Review of the flight manual revealed no written procedures pertaining to loss of tailrotor effectiveness or unanticipated right yaw. ## Factual narrative HISTORY OF FLIGHT On May 22, 1997, about 1710 eastern daylight time, a Bell 206B, N61PP, registered to Highlands Helicopter Service Inc., operating as a 14 CFR Part 91 photography flight, experienced an in-flight loss of control while hovering out of ground effect with a tailwind, and crashed in a residential area in Winter Park, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The helicopter was destroyed. The commercial pilot and two passengers sustained serious injuries. The flight originated from Orlando Executive Airport, Orlando, Florida, about 7 minutes before the accident. The photographer stated he was located in the right rear seat behind the pilot and the other passenger was in the left front seat. They departed Orlando Executive Airport and flew to the vicinity of the Naval Training facility to take some photos. They elected not to photograph the facility and traveled southwest bound towards the bank located at 1560 Orange Avenue. He did not know what altitude they were at, but he overheard some conversation on the aircraft radio that they would be at or below 700 feet. They came to a hover heading westbound with a wind from the east and he took several photos of the bank out of the right rear window. They started to move forward, the helicopter started pitching up and down like a boat in the water. He heard a loud noise which came from behind him. There was no conversation between anyone in the helicopter, and he did not hear any alarms over the headset. The helicopter started spinning, collided with a tree, hit the ground, and came to rest on its right side. A witness stated he observed the helicopter traveling westbound before it stopped and came to a hover estimated between 100 feet to 500 feet east of highway 1792. The helicopter pitched slightly nose down and forward. The nose was observed to pitch nose high and the helicopter started to hover backwards. The nose yawed to the right and back to the left, and then started spinning to the right descending with the nose pitching up an down before the helicopter disappeared from view behind a tree line. Other witnesses also observed the helicopter traveling westbound in the vicinity of highway 1792. The helicopter stopped, came to a hover, hovered backwards, the nose dropped down and the helicopter began spinning to the right and disappeared from view below the tree line. PERSONNEL INFORMATION Review of the pilot's logbook revealed the pilot had recorded 382.7 total rotary wing flight hours of which 286.8 hours were as pilot-in-command (PIC). He had recorded as logged 221.5 hours in the Bell 206 of which l94.5 hours were as the PIC. Review of records on file with the FAA Information Management Section, Oklahoma City, Oklahoma, revealed the pilot recorded on his application for a second class medical certificate on November 2, 1995, that he had 1,275 total civilian flight hours. Review of an aircraft insurance quote on June 13, 1995, revealed the pilot had 1900 total flight hours with 207 hours in the Bell 206. Review of an application for aircraft insurance on September 30, 1995, indicated the pilot had accumulated 1,970 hours, 718 rotorcraft hours with 220 hours in the Bell 206. The pilot called Alexander Aviation Associates Inc, Orlando, Florida, about 2 hours before the accident requesting liability insurance coverage for N61PP. The pilot indicated he had 2,010 total flight hours with 260 hours in the Bell 206. Review of training records on file at Bell Helicopter, indicate the pilot attended off site recurrency training on January 13, 1993. The pilot indicated he had 105 helicopter hours, had flown 20 helicopter hours in the last 6 months of which 50 hours were flown in the Bell 206. The instructor indicated in the remarks, "Owns the company. Low time helicopter pilot. Stuck to the basics. Showed how to do autos to a spot. Nice technique in autos, but still a little hesitant. Needs more 206 time. No problems at his level." The pilot attended 206B refresher training at the Bell Helicopter Training Academy from November 8, 1993, through November 12, 1993. The pilot indicated on the registration form that he had 210 total helicopter flight hours with a 150 hours in the Bell 206. The pilot received 6.6 hours of dual instruction. The instructor stated in the remarks that, "Pat performs all maneuvers very well for his hour level. Commercial pilot maneuvers were weak and instruction had been sporadic but passable at this level. Recommend emergency procedures recurrency with John Ball before departure. Safe and competent." The pilot attended off site training in Orlando, Florida, from February 20, 1995, through February 21, 1995, and flew 1 hour of dual instruction. The instructor stated in the remarks, "safe in all maneuvers-weak! Recommend refresher in 12 mos." The pilot stated in an interview that the last time he flew the helicopter before the accident was November 1, 1996, and that he could not remember any of the events after he departed on the photography flight. He further stated that he had not received any instruction in the loss of tailrotor effectiveness or uncommanded left or right yaw. He was not aware of the conditions required for this phenomenon to occur or what corrective action should be taken. When asked if he had received a copy of FAA Advisory Circular 90-95, unanticipated right yaw in helicopters, he stated no. AIRCRAFT INFORMATION Review of the helicopter logbook revealed the last recorded annual inspection was conducted on November 1, 1996, and the helicopter had accumulated 7219.2 hours. The hour meter was destroyed, and no additional records were located to indicate time flown since the annual inspection. Review of refueling records on file at Executive Air Center Inc., revealed that N61PP had 30 gallons of fuel added on November 1, 1996. According to the airframe inspector who signed off the last annual inspection, the 30 gallons of fuel was added to the helicopter after he tracked the main rotor blades which brought the total fuel quantity to 50 gallons. The helicopter was flown by the owner back to the east ramp of the airport. Numerous engine run-ups were conducted by the owner, but the helicopter has not been flown since the annual inspection. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed at the time of the accident Review of weather information obtained from Orlando Executive Airport, for the time period of the accident, revealed the winds were 070 degree at 15 knots. A controller at Orlando Executive Control Tower stated the winds were out of the northeast between 5 to 20 knots with gusts when N61PP took off VFR northbound. A television helicopter pilot who responded to the crash site in a Bell 206 helicopter stated he hovered his helicopter east bound into the wind. The wind was described as stiff with gusts. WRECKAGE AND IMPACT INFORMATION The wreckage of N61PP was located in the in the backyard of a private residence located at 1451 Norfolk, Winter Park, Florida. Examination of the crashsite revealed the helicopter collided with a tree about 60 feet above the base of the tree while rotating around its vertical axis to the right in a nose-down attitude. The tailboom separated about 6 inches forward of the leading edge of the right horizontal stabilizer, in a downward direction. There was no evidence of either a main rotor or tail rotor impact with the tailboom, and the 90-degree gearbox was inplace. The right horizontal stabilizer was not damaged. The left horizontal stabilizer sustained extensive impact damage and tree bark was imbedded in the outboard end of the stabilizer. The vertical stabilizer sustained minor damage. The helicopter collided with the ground in a nose-down attitude, and came to rest on its right side on a heading of 135 degrees magnetic. The high skid landing gear remained attached to the airframe, and was rem ## Aircraft - Registration: [N61PP](https://openairdocs.org/deregistered/N61PP-1998-10-26), registration cancelled 1998-10-26, S/N 1369 (OpenAirDocs) - Reported make and model: Bell 206B - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Category: Helicopter - Serial number: 1369 - Engines: Allison 250-C20 400 horsepower turbo shaft - Damage: Destroyed - Flight: Part 91 - Operator: Patrick E. Perrott - Registered owner: Highlands Helicopter Service I - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 1, 1996 - Departed: ORL, ORLANDO, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 66; commercial, private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: right; toxicology performed; flight hours: 1,275 total, 222 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 70° at 15 knots - Visibility: 7 statute miles - Lowest ceiling: 8,500 ft broken - Temperature: 82 °F, dew point 72 °F - Altimeter: 30.00 inHg - Observed at: ORL, 3 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 19970522011729A](https://openairdocs.org/incident/19970522011729A), May 22, 1997: Bell 206B, Winter Park, FL, Destroyed. Photo flight. Lost control hovering downwind. Lost tail rotor effectiveness. Right spin ht tree and ground in yard. (-23) aircraft was observed in out of… 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.