# NTSB SEA98LA128: Hughes 369D, N5063G, Raymond, WA, July 9, 1998 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: July 9, 1998, 15:15 local (22:15 UTC) - Place: Raymond, WA - Coordinates: 46.639602, -123.629806 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=46.6396&lon=-123.6298&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal, 1 uninjured; on the ground: 1 fatal - Status: Completed, report January 10, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 43219 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA98LA128 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43219/pdf - Page: https://openairdocs.org/ntsb/SEA98LA128 ## Probable cause The use of the improper long-line cable by the ground crew, and its subsequent separation from the helicopter. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, takeoff - initial climb - external load cable/hook - separation (cause) - external load equipment - improper use of, ground personnel (cause) ## Analysis Two ground crewman were preparing cedar shake blocks for movement by the helicopter, and were utilizing a three-quarter inch diameter, yellow plastic line provided by the contractor. Each end of this flexible line was attached to itself by means of a woven 'splice' to create a loop at its end. The polypropylene line was then centered around the load with one spliced loop eye end threaded through the opposing spliced loop eye. The free loop end was captured in the hook at the end of the helicopter's sling line. During the helicopter's liftoff, the spliced end of the line at the helicopter's long-line hook released, allowing the cedar shake load to fall free, striking and fatally injuring one of the ground crew personnel. Post-crash examination of the line revealed that one end of the line had unraveled, and that the splice at the opposing end was not spliced in accordance with acceptable industry standards. ## Factual narrative On July 9, 1998, approximately 1515 Pacific daylight time, a Hughes 369D helicopter, N5063G, registered to and operated by Olympic Air, Inc., and being flown by a commercial pilot, was involved in a fatal injury accident when the sling attach line released, dropping a load of cedar shakes to the ground. One of the two ground crewman was fatally injured when struck by the block of shakes. The pilot was uninjured and the remaining ground crewman sustained only minor injures. The accident occurred during a long line operation approximately six nautical miles north northeast of Raymond, Washington. The flight was engaged in long line operations, and was to have been operated under 14CFR133, originating from Raymond, Washington, approximately 0820. The pilot reported that the "eye that was spliced into the sling rope had pulled apart allowing the cedar bolt load to fall free." A law enforcement official from Pacific County reported that the two ground crewman (employees of the contractor) were preparing the cedar shake blocks for movement by the helicopter, and were utilizing a three-quarter inch diameter, yellow plastic line provided by the contractor. Each end of this flexible line was attached to itself by means of a woven "splice" to create a loop at its end. The polypropylene line was then centered around the load with one spliced loop eye end threaded through the opposing spliced loop eye. The free loop end was captured in the hook at the end of the helicopter's sling line. As the helicopter would begin its lift, the line would tend to cinch down tightly around the load. During the helicopter's liftoff, the spliced end of the line at the helicopter's long line hook released, allowing the cedar shake load to fall free, striking one of the ground-crew personnel. An examination of the line by personnel from the Washington Department of Labor and Industry revealed that one end of the line had unraveled, and that the splice at the opposing end was not spliced in accordance with acceptable industry standards (Washington Department of Labor and Industry report #115161093). ## Aircraft - Registration: [N5063G](https://openairdocs.org/aircraft/N5063G), registered now, S/N 711021D (OpenAirDocs) - Reported make and model: Hughes 369D - Registry model: [Hughes Helicopters HUGHES 369D](https://openairdocs.org/model/hughes-helicopters-hughes-369d) (registry code 4470706) (OpenAirDocs) - Category: Helicopter - Serial number: 369D-1021 - Airframe hours: 12054 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: No damage - Flight: Other work use, Part 133 - Registered owner: Olympic Air, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 28, 1998, 60 hours before - Departed: WA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; commercial; airplane ratings: single-engine land; instrument ratings: helicopter, airplane; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 25,000 total, 10,000 in this make and model, 25,000 as pilot in command, 300 in the last 90 days, 100 in the last 30 days, 10 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: 24,000 ft overcast - Temperature: 63 °F, dew point 55 °F - Altimeter: 29.00 inHg - Observed at: HQM, 13 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 19980709034769A](https://openairdocs.org/incident/19980709034769A), Jul 9, 1998: Hughes 369D, Grays River, WA, 1 fatal. Mr. Reed, working for olympic helicopters, subcontracted to the weyhaeuser corporation, was sling loading cedar blocks from a logged area. Shortly after… ## Other investigations on N5063G (1) 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. - [NTSB FTW84LA217](https://openairdocs.org/ntsb/FTW84LA217), May 2, 1984: Hughes 500D (N5063G), New Braunfels, TX, substantial damage 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.