# NTSB NYC95LA142: Bell 206-BIII, N206GS, New York, NY, July 6, 1995 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 6, 1995, 10:02 local (14:02 UTC) - Place: New York, NY - Coordinates: 40.749797, -73.999015 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.7498&lon=-73.9990&mi=10 - Phase of flight: [Standing](https://openairdocs.org/ntsb-phases/150) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report November 8, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 38986 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC95LA142 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38986/pdf - Page: https://openairdocs.org/ntsb/NYC95LA142 ## Probable cause The pilot' inadequate preflight inspection. A factor was the pilot's diverted attention. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, standing - starting engine(s) - aircraft preflight - inadequate, pilot in command (cause) - diverted attention, pilot in command (cause) ## Analysis THE PILOT STARTED THE ENGINE WITH ONE MAIN ROTOR BLADE TIED DOWN. AS THE ENGINE ACCELERATED, THE PILOT NOTICED THAT THE MAIN ROTOR BLADE WAS NOT TURNING AND ATTEMPTED TO ABORT THE START; HOWEVER, AT THAT INSTANT, THE HELICOPTER, '...JUMPED INTO THE AIR AND YAWED VIOLENTLY....' THE MAIN ROTOR BLADE HAD FRACTURED AND THE TIE DOWN HOOK ON THE END OF THE BLADE WAS STRAIGHTENED. THE REAR CROSS TUBE WAS DRIVEN INTO THE LOWER FUSELAGE AND RUPTURED THE FUEL TANK. THE PILOT REPORTED THAT HE WAS DISTRACTED BY THOUGHTS ABOUT THE IMPENDING FLIGHT. ## Factual narrative On July 6, 1995, at 1002 eastern daylight time, a Bell 206- BIII, N206GS, operated by Liberty Helicopters, Inc., was substantially damaged during engine start, at the 30th Street Heliport, Manhattan, New York, New York. The commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the positioning flight which was conducted under 14 CFR Part 91. In the NTSB Accident Report, the pilot stated: ...I asked to be relieved of this mission as there was another qualified pilot present. My request to be relieved from this mission was refused, and I was told...that I was to do this mission. I, under protest and a great deal of duress, and in fear of being fired, went out to the aircraft. I went to the helicopter and installed the dual controls as well as a walk around the helicopter. I had every intention of untying the main blades, but, by mistake, did not remember to untie them...As the start procedure continued, the N1 seemed to be lagging well below what was normal. As the N1 approached 25 percent, the blades were not turning. I immediately attempted to abort the start. At that very second, the aircraft jumped into the air and yawed violently, throwing me away from the controls. I then was able to regrasp the throttle and shut down the engine.... The FAA reported that the main rotor blade was tied to the tail boom, with a nylon strap and metal hook, which were interconnected. The hook was placed in a retaining hole on the end of the main rotor blade. The strap was wrapped around the tail boom, in front of the tail rotor blades. As the engine RPMs increased, the main rotor blade failed, about 4 feet outboard of the yoke. The blade remained attached at the trailing edge. The helicopter bounced several times, and the rear cross tube was driven into the fuel tank, which ruptured. The bottom of the vertical fin and tail rotor blades contacted the ground. The shaft between the engine and transmission was fractured, and the pitch link control rods to the main rotor blades were fractured. In addition, the metal hook on the tiedown was found to be straightened. According to Bell Helicopters, a pre-flight item was to ensure that the main rotor blade was not tied down prior to engine start. ## Aircraft - Registration: [N206GS](https://openairdocs.org/aircraft/N206GS), registered now, S/N 45760, built 1982 (OpenAirDocs) - Reported make and model: BELL 206-BIII - Registry model: [Bell Helicopter Textron 206L-1](https://openairdocs.org/model/bell-helicopter-textron-206l-1) (registry code 1182107) (OpenAirDocs) - Registry engine: [Allison 250-C30P](https://openairdocs.org/engine/allison-250-c30p) (registry code 03099, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 1663 - Airframe hours: 5283 - Engines: ALLISON 250-C20B 317 horsepower turbo shaft - Damage: Substantial damage - Flight: Positioning, Part 91 - Operator: Gold Star Aviation Inc., doing business as Liberty Helicopters, Inc. - Registered owner: Liberty Helicopters, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 1, 1995, 90 hours before - Departed: JRA - Destination: H246, LONG BRANCH, NJ - Flight plan: Unknown - Airport: JRA, West 30th Street Heliport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; flight instructor, commercial; airplane ratings: single-engine land; medical: class 2, valid medical--w/ waivers/lim; seat: right; flight hours: 4,906 total, 1,900 in this make and model, 4,681 as pilot in command, 248 in the last 90 days, 85 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °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 19950706016619A](https://openairdocs.org/incident/19950706016619A), Jul 6, 1995: Bell 206B3, New York, NY, Substantial damage. Failed untie main rotors prior startup. Blade failed. Helicopter jumped up. Shutdown. Severe damage on impact. 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.