# NTSB NYC03LA037: Sikorsky S-61A, N8170V, Glady, WV, January 12, 2003 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: January 12, 2003, 12:20 local (17:20 UTC) - Place: Glady, WV - Coordinates: 38.79861, -79.718055 - Nearby events: https://openairdocs.org/map.md?lat=38.7986&lon=-79.7181&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report December 30, 2003 - Report: Approved by Office Director - Parties: FAA/FSDO - NTSB case key (mKey): 56320 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC03LA037 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56320/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56320 - Page: https://openairdocs.org/ntsb/NYC03LA037 ## Probable cause The improper installation of the left tailrotor control cable by company maintenance personnel. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, hover - out of ground effect - maintenance,installation - improper, company maintenance personnel (cause) - rotorcraft flight control,tail rotor cable - fractured - Loss of control - in flight, hover - out of ground effect - aircraft control - not possible - Forced landing, descent - emergency - autorotation - initiated, pilot in command - In flight collision with terrain/water, descent - emergency - terrain condition - mountainous/hilly ## Analysis The helicopter came out of maintenance, the captain and first officer conducted a test flight, and then ferried it to the area of operation. The next day, the captain entered a 155-foot out of ground effect hover, and an external load was connected. About the same time, the helicopter started a slow uncommanded yaw to the right. The captain applied full left pedal, released the load, and entered an autorotation. Examination of the tailrotor control system revealed that the left anti-torque control cable was broken. The break was associated with a pulley assembly, the cable strands were bent rearward, and deformed. The cable fracture surfaces were irregular, and also deformed. The associated keeper pins displayed wear marks, and light scratches consistent with control cable contact. The associated pulley was intact. The pulley channel contained an oil-based debris, and control cable fragments. Both tailrotor cables were removed and reinstalled within the last 5.3 hours of operation by company maintenance personnel. ## Factual narrative On January 12, 2003, about 1220 eastern standard time, a Sikorsky S-61A, N8170V, was substantially damaged when it impacted terrain during a forced landing near Glady, West Virginia. Both certificated commercial pilots sustained serious injuries. Visual meteorological conditions prevailed for the commercial logging flight, and a company flight plan was filed for the flight conducted under 14 CFR Part 133. According to the crew, after the helicopter came out of maintenance, the captain and first officer conducted a test flight, and then ferried the helicopter to the area of operation. On the day of the accident, the first officer flew flights one and three, and the captain flew flights two and four. Each flight lasted about 1 hour 20 minutes, the helicopter was hot refueled between flights, and the flying pilot would occupy the left seat. During the previous flights, no flight control anomalies were identified, and on the accident flight, the captain was in the left seat and flying the helicopter. After completing approximately the seventh load of the flight, the captain maneuvered the helicopter over the ground tenders, and entered a 155-foot out of ground effect hover. The tenders connected the chokers to the cargo hook, and called "clear." About the same time, the helicopter started a slow uncommanded yaw to the right. The captain applied full left pedal, released the load, and the ground tenders called "kick out." With full left pedal applied, the helicopter continued to yaw right. During the first revolutions, the captain identified a small clear area to the north. The area was approximately level with the helicopter, and approximately 150 feet away on a ridgeline. The captain tried to maneuver the helicopter to the clear area, but by the fourth revolutions, the yaw rate had increased drastically, and helicopter controllability became a major issue. The first officer placed his left hand on the throttles, and the captained called for engines to idle. The captain entered an autorotation, and applied full collective before entering the trees. The helicopter impacted the ground, came to rest up right, and both pilots exited with the assistance of one of the ground tenders. The crew estimated they had conducted 75 loads on the day of the accident. In addition, the first officer estimated the winds were approximately 270 degrees at 10 knots. Examination of the tailrotor flight control system revealed that the left tailrotor control cable was broken. The break was in the aft part of the cabin and associated with a pulley assembly. Examination of the cable break revealed that some of the cable strands were bent rearward, and deformed. Examination of the cable fracture surfaces under a stereomicroscope revealed that some of the fractures were irregular and deformed. Examination of the associated keeper pins under a stereomicroscope revealed that both pins displayed wear marks, and light scratches consistent with control cable contact. The associated pulley was intact. The pulley channel contained an oil-based debris, and control cable fragments. Examination of the maintenance records revealed the helicopter had undergone extensive repairs before being returned to service on January 11, 2003. While in maintenance, both tailrotor cables were removed and then reinstalled on January 9, 2003. At the time of the accident, the helicopter had flown 5.3 hours since returning to service, and total flight time was 14,603 hours. ## Aircraft - Registration: [N8170V](https://openairdocs.org/deregistered/N8170V-2017-10-26), registration cancelled 2017-10-26, S/N 61232 (OpenAirDocs) - Reported make and model: Sikorsky S-61A - Registry model: [Sikorsky S-61A](https://openairdocs.org/model/sikorsky-s-61a) (registry code 814210C) (OpenAirDocs) - Category: Helicopter - Airframe hours: 14591.2 - Engines: General Electric CT58-140-1 1500 horsepower turbo shaft; General Electric CT58-140-1 1500 horsepower turbo shaft - Damage: Substantial damage - Flight: Other work use, Part 133 - Registered owner: Carson Helicopters, Inc. - Airworthiness certificate: Special, Restricted (Special) - Last inspection: Continuous airworthiness, January 10, 2003, 5.3 hours before - Departed: NONE, Glady, WV - Destination: NONE, Glady, WV - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 48; injuries: serious; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; last flight review June 1, 2001; seat: left; flight hours: 18,807 total, 10,346 in this make and model, 1,400 as pilot in command, 251 in the last 90 days, 23 in the last 30 days, 4 in the last 24 hours - Co-pilot; age 59; injuries: serious; commercial; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, valid medical--no waivers/lim.; last flight review November 26, 2001; seat: right; flight hours: 28,360 total, 10,725 in this make and model, 22,846 as pilot in command, 2,172 in the last 90 days, 53 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 19 °F, dew point 7 °F - Altimeter: 30.31 inHg - Observed at: EKN, 12 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 20030112001679A](https://openairdocs.org/incident/20030112001679A), Jan 12, 2003: Skrsky S61A, Glady, WV, Substantial damage. (-23) Pilot stated that he lost tail rotor control while hovering above a field at around 3600 ft MSL during a logging operation. Attempts to recover from the… ## Docket (5 files) The files NTSB released with the investigation on October 21, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56320. 1.2 MB in all. - PIC - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 324 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392517&FileExtension=.PDF&FileName=PIC%20-%20Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - SIC - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 358 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392518&FileExtension=.PDF&FileName=SIC%20-%20Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statement (item 3, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392519&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF - Maintenance Record Excerpts (item 4, .PDF, 214 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392520&FileExtension=.PDF&FileName=Maintenance%20Record%20Excerpts-Redacted.PDF - Photographs and Images (item 5, .PDF, 285 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40182801&FileExtension=.PDF&FileName=Photographs%20and%20Images-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.