# NTSB WPR16LA142: Bell UH 1H, N790RJ, Mt. Adams, WA, July 17, 2016

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Limited investigation · Final report
- Date: July 17, 2016, 14:09 local (21:09 UTC)
- Place: Mt. Adams, WA
- Coordinates: 46.165554, -121.494163 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=46.1656&lon=-121.4942&mi=10
- Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping)
- Defining event: [Landing: Loss of tail rotor effectiveness](https://openairdocs.org/ntsb-events/242)
- Highest injury: No injuries
- Injuries: 8 uninjured
- Status: Completed, report May 25, 2017
- Report: Approved by Office Director
- NTSB office: Western Pacific Region
- NTSB case key (mKey): 93616
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR16LA142
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93616/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93616
- Page: https://openairdocs.org/ntsb/WPR16LA142

## Probable cause

The pilot’s failure to maintain yaw control as he slowed the helicopter during a landing approach, which resulted in the loss of helicopter control due to the loss of tail rotor effectiveness.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Performance/control parameters: yaw control](https://openairdocs.org/ntsb-findings/01062024): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Bell UH-1H, 1 case](https://openairdocs.org/ntsb-findings/01062024/cases.md?model=1181407), [All aircraft, 149 cases](https://openairdocs.org/ntsb-findings/01062024/cases.md)
- [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Bell UH-1H, 9 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=1181407), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)
- [Terrain: mountainous/hilly terrain](https://openairdocs.org/ntsb-findings/03021010): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Bell UH-1H, 2 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md?model=1181407), [All aircraft, 329 cases](https://openairdocs.org/ntsb-findings/03021010/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Landing: Loss of tail rotor effectiveness](https://openairdocs.org/ntsb-events/242) (defining event); cases with it: [Bell UH-1H, 1 case](https://openairdocs.org/ntsb-events/242/sequence.md?model=1181407), [All aircraft, 100 cases](https://openairdocs.org/ntsb-events/242/sequence.md)
- [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Bell UH-1H, 8 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=1181407), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The commercial pilot was conducting a public flight in the helicopter to transport two search and rescue personnel to a landing zone located in mountainous terrain at an elevation of about 7,800 ft. The pilot reported that he aborted his first approach, which was from the north, because he felt that he was using too much left pedal. On his second approach, which was from the south, the helicopter yawed right. The pilot recognized that a loss of tail rotor effectiveness was occurring. He attempted to recover control by reducing the collective and applying forward cyclic; however, the helicopter spun and impacted the ground. The pilot reported that there were no mechanical malfunctions or failures with the helicopter that would have precluded normal operation. It is likely that, during the landing approach, as the helicopter's airspeed dropped below effective translational lift and the pilot added power to compensate, there was insufficient left pedal to stop the resulting right yaw, and the pilot lost control of the helicopter due to a loss of tail rotor effectiveness.

## Factual narrative

On July 17, 2016, about 1409 Pacific daylight time, a Bell UH-1H helicopter, N790RJ, impacted mountainous terrain while maneuvering near a landing zone located at an elevation of about 7,800 feet in Mount Adams, Washington. Two pilots, four crewmembers and two passengers were not injured; however, the helicopter sustained substantial damage. The helicopter was registered to and operated by the King County Sherriff's Department and was supporting a Search and Rescue (SAR) mission at the time of the accident. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed for the public flight that originated from Yakima Air Terminal/McAllister Field (YKM), Yakima, Washington about 1330. The pilot reported that after refueling at YKM, he departed to transport two SAR personnel onto Mt. Adams to retrieve an injured hiker. While en route, a sensor unit on the helicopter indicated 5 knots of wind. As they approached the hiker from the north, the pilot used too much left pedal and decided to abort the approach. He attempted a second approach from the south, but the helicopter yawed to the right, which the pilot attributed to a loss of tail rotor effectiveness (LTE). In an attempt to recover, the pilot reduced the collective and applied forward cyclic. The helicopter spun about 540 degrees, impacted the ground, and then departed the mountain. The pilot did not observe any indications of a malfunction with the rotor or the drive system on the helicopter. In his subsequent report, he reported that there were no mechanical malfunctions or anomalies that could have precluded normal operation. The helicopter then returned to YKM. The FAA issued Advisory Circular (AC) 90-95, Unanticipated Right Yaw in Helicopters, in February 1995. The AC states that LTE is a critical, low- speed aerodynamic flight characteristic that could result in an uncommanded rapid yaw rate, which does not subside of its own accord and, if not corrected, LTE could result in the loss of aircraft control. It also stated, "LTE is not related to a maintenance malfunction and may occur in varying degrees in all single main rotor helicopters at airspeeds less than 30 knots." Paragraph 6 of the AC covered conditions under which LTE may occur. It stated: "Any maneuver which requires the pilot to operate in a high-power, low-airspeed environment with a left crosswind or tailwind creates an environment where unanticipated right yaw may occur." Paragraph 8 of the AC stated: "OTHER FACTORS...Low Indicated Airspeed. At airspeeds below translational lift, the tail rotor is required to produce nearly 100 percent of the directional control. If the required amount of tail rotor thrust is not available for any reason, the aircraft will yaw to the right." Paragraph 9 of the AC stated: "When maneuvering between hover and 30 knots: (1) Avoid tailwinds. If loss of translational lift occurs, it will result in an increased high power demand and an additionalanti-torque requirement. (2) Avoid out of ground effect (OGE) hover and high power demand situations, such as low-speed downwind turns. (3) Be especially aware of wind direction and velocity when hovering in winds of about 8-12 knots (especially OGE). There are no strong indicators to the pilot of a reduction of translation lift... (6) Stay vigilant to power and wind conditions."

## Aircraft

- Registration: [N790RJ](https://openairdocs.org/aircraft/N790RJ), registered now, S/N 70-16371 (OpenAirDocs)
- Reported make and model: BELL UH 1H (NO SERIES)
- Registry model: [Bell UH-1H](https://openairdocs.org/model/bell-uh-1h) (registry code 1181407) (OpenAirDocs)
- Category: Helicopter
- Serial number: 70-16371
- Year built: 1970
- Airframe hours: 8885.3
- Engines: Lycoming T53-L-703 1100 horsepower turbo shaft
- Damage: Substantial damage
- Flight: Public aircraft - local, Public use
- Operator: King County Sheriffs Office
- Registered owner: King County Sheriffs Office
- Airworthiness certificate: None
- Last inspection: Annual, June 6, 2016
- Departed: YKM, YAKIMA, WA
- Destination: Mt. Adams, WA
- Equipment: Electronic primary flight display, Electronic multifunction display, Satellite tracking device

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 37; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review April 13, 2016; seat: right; restraint: 4-point; flight hours: 1,110 total, 52 in this make and model, 1,006 as pilot in command, 60 in the last 90 days, 20 in the last 30 days, 3 in the last 24 hours
- Co-pilot; age 48; injuries: none; commercial; medical: class 2, with waivers/limitations; last flight review November 23, 2015; seat: left; restraint: 4-point; flight hours: 1,849 total, 257 in this make and model, 1,635 as pilot in command, 80 in the last 90 days, 25 in the last 30 days, 2 in the last 24 hours
- Other flight crew; injuries: none; seat: rear
- Other flight crew; injuries: none; seat: rear
- Cabin crew; injuries: none; seat: left
- Other flight crew; injuries: none; seat: left

## Weather

- Conditions: Visual (VMC), Day
- Wind: 90° at 8 knots, gusting 15
- Visibility: 10 statute miles
- Temperature: 82 °F, dew point 50 °F
- Altimeter: 29.90 inHg
- Observed at: KYKM, 46 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 20160717020149A](https://openairdocs.org/incident/20160717020149A), Jul 17, 2016: Bell UH1-H, Yakima, WA, Substantial damage. N790RJ, a 1970 UH1-H helicoper operated by the king county sheriff department received substantial damage after contacting the ground on the side of Mt. Adams…

## Docket (3 files)

The files NTSB released with the investigation on April 10, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93616. 3.5 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450923&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF
- Co-Pilot's Statement (item 2, .PDF, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450924&FileExtension=.PDF&FileName=Co-Pilot%27s%20Statement-Master.PDF
- Photos (item 3, .PDF, 2 photos, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40450925&FileExtension=.PDF&FileName=Photos-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.

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