# NTSB SEA02LA137: Bell 206B, N60PH, Elsie, OR, July 24, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 24, 2002, 12:45 local (19:45 UTC) - Place: Elsie, OR - Coordinates: 45.884998, -123.603332 - Nearby events: https://openairdocs.org/map.md?lat=45.8850&lon=-123.6033&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 8, 2003 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office - NTSB case key (mKey): 55294 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA02LA137 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55294/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55294 - Page: https://openairdocs.org/ntsb/SEA02LA137 ## Probable cause The shattering and separation of the forward right (pilot's) windscreen for undetermined reason(s). ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - window,flight compartment window/windshield - separation (cause) - Loss of control - in flight, cruise ## Analysis The pilot of the Bell 206B rotorcraft was en route at 110-115 miles per hour in level cruise flight approximately 1,500 feet above ground level (agl) when the right front windscreen shattered and separated from the windscreen frame. The rotorcraft yawed to the right and entered into a descending right turn which the pilot recovered from approximately 500 feet agl. An FAA inspector who examined the helicopter after the accident reported that the center portion of the windscreen had broken inward, with the windscreen edges remaining attached to the airframe. The FAA inspector reported that his examination did not reveal any evidence of a bird strike. The windscreen had been replaced in 1992 and a warp was noted on the far right side of the pilot's windscreen when the rotorcraft was acquired by the operator. The pilot reported that a mechanic associated with the previous owner said that the warp was from an unknown heat source in the past, although this could not be positively related to the accident separation. ## Factual narrative On July 24, 2002, approximately 1245 Pacific daylight time, a Bell 206B rotorcraft, N60PH, registered to/operated by Seaside Helicopters, LLC., and being flown by a commercial pilot experienced the in flight shattering/separation of the right (pilot's) windscreen near Elsie, Oregon. The rotorcraft sustained substantial damage to its rotor blades during the momentary upset and loss of control following the windscreen separation. The pilot was uninjured. Visual meteorological conditions were reported at Astoria, Oregon, at 1255, and a company flight plan had been filed. The flight, which was personal, was operated under 14 CFR 91, and originated from Newberg, Oregon, approximately 1215, destined for Seaside, Oregon. The pilot reported that he was en route at 110-115 miles per hour in level cruise flight approximately 1,500 feet above ground (agl) when the right front windscreen shattered and separated from the windscreen frame. The rotorcraft yawed to the right and entered into a descending right turn which the pilot recovered from approximately 500 feet agl. The pilot reported that the windscreen had been replaced in 1992 (refer to ATTACHMENT M-I). He also reported that when the aircraft was recently acquired by the operator, there was a warp noted on the far right side of the pilot's windscreen. The pilot reported that a mechanic associated with the previous owner said that the warp was from an unknown heat source in the past (refer to NTSB Form 6120.1). An FAA inspector who examined the helicopter after the accident reported that the center portion of the windscreen had broken inward, with the windscreen edges remaining attached to the airframe. The FAA inspector reported that his examination did not reveal any evidence of a bird strike. ## Aircraft - Registration: [N60PH](https://openairdocs.org/aircraft/N60PH), registered now, S/N 304, built 1969 (OpenAirDocs) - Reported make and model: Bell 206B - Registry model: [Bell 206B](https://openairdocs.org/model/bell-206b) (registry code 1181511) (OpenAirDocs) - Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: 304 - Airframe hours: 4291 - Engines: Allison 250-C20B 270 horsepower turbo shaft - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Seaside Helicopters, LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 29, 2001, 88 hours before - Departed: 17S, Newberg, OR - Destination: 56S, Seaside, OR - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: none; commercial, private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review May 31, 2002; seat: right; flight hours: 1,695 total, 53 in this make and model, 1,333 as pilot in command, 58 in the last 90 days, 20 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: 1,800 ft overcast - Temperature: 64 °F, dew point 57 °F - Altimeter: 30.12 inHg - Observed at: AST, 21 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 20020724018599A](https://openairdocs.org/incident/20020724018599A), Jul 24, 2002: Bell 206B3, Seaside, OR, Substantial damage. (-23) On July 24, 2002, approximately 1415 local time, N60PH was traveling enroute Seaside, Oregon from chelham, Oregon. The pilot stated that he was at 2500… ## Docket (2 files) The files NTSB released with the investigation on December 23, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55294. 519 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 354 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40463534&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Attachment M-I (item 2, .PDF, 165 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40463535&FileExtension=.PDF&FileName=Attachment%20M-I-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.