Sikorsky Helicopter Crashes

Sikorsky Helicopter Crashes Index

(1) Sikorsky S61A Helicopter Crash May 10,2000

Accident occurred MAY-10-00 at EUREKA, CA
Aircraft: Sikorsky S61A, registration: N693CC
Injuries: 2 Minor

On May 10, 2000, at 1500 hours Pacific daylight time, a Sikorsky S61A, N693CC, experienced a dual loss of engine power on approach to an off-airport landing site and made a forced landing approximately 2.8 miles east of Eureka, California. The helicopter, owned and operated by Croman Corporation, White City, Oregon, sustained substantial damage. The airline transport licensed pilot and commercial licensed second pilot sustained minor injuries. The helicopter was being operated under the provisions of 14 CFR Part 133 as an external load operation. The local area logging flight originated from a remote landing site about 1349. Visual meteorological conditions prevailed and no flight plan was filed. The pilot reported that while performing logging operations, the low fuel pressure light flickered briefly. He elected to release his load and return to the remote landing site to refuel. He stated that at that time the helicopter had approximately 250 pounds of fuel per side. About 90 seconds later while at 300 feet agl, one engine suddenly spooled down. About 10 seconds later, while the pilot was attempting to maneuver toward an open clearing, the remaining engine spooled down. The pilot punched the load and entered an autorotative descent. He landed in a ravine at an approximate 45-degree nose-up angle. Both pilots egressed without assistance. The pilot stated that the fuel filter light had not illuminated during the flight.

(2) Sikorsky S-55C Helicopter Crash Accident

JUN-06-88 at COALING, AL
Aircraft: SIKORSKY HELICOPTER S-55C, registration: N883
Injuries: 1 Minor.

THE HELO WAS APPROACHING A HELIPAD FOR LANDING AFTER THE LAST AERIAL APPLICATION FLIGHT OF THE DAY WHEN THERE WAS A POP AND TAIL ROTOR CONTROL WAS LOST. AFTER SEVERAL ROTATIONS ABOUT THE VERTICAL AXIS, THE PIC LANDED THE HELO HARD, COLLAPSING THE LANDING GEAR. THE PIC/OWNER SAID THE TAIL ROTOR PITCH CHANGE LINK BOLT AND NUT WERE ABSENT. THERE WAS NO OTHER DAMAGE TO THE TAIL ROTOR. THE PIC/OWNER SAID HE HAD CHANGED THE TAIL ROTOR HUB AND THE PITCH CHANGE LINKS DURING THE WINTER, ABOUT 50 FLIGHT HOURS PRIOR TO THE ACCIDENT.

Probable Cause:

Rotorcraft flight control,tail rotor control..Loss,total
Rotor system,tail rotor hub pitch link..Loose
Maintenance,major repair..Improper..Company/operator management

(3) Sikorsky S-76A Helicopter Crashes on Jun 06,1988

Accident occurred JUN-23-88 at MOUNDSVILLE, WV
Aircraft: SIKORSKY S-76A, registration: N54C
Injuries: 2 Minor, 4 Uninjured.

THE SIKORSKY HELICOPTER CONTACTED POWER LINES SHORTLY AFTER TAKEOFF FROM A MINE SITE. THE NOSE GEAR OF THE HELICOPTER CONTACTED AN UNINSULATED STATIC WIRE. THIS WIRE WAS STRUNG WITH ONE OTHER STATIC WIRE AND TWO BLACK INSULATED POWER LINES. BOTH CREW MEMBERS STATED THAT THEY SAW THE BLACK LINES AND BELIEVED THEIR RATE OF CLIMB WOULD ALLOW ADEQUATE CLEARANCE. AFTER HITTING THE FIRST SET OF LINES, THE HELICOPTER BEGAN A DESCENDING TURN AND THEN CONTACTED A SECOND SET OF POWER LINES ALONG WITH A POWER POLE. THE HELICOPTER THEN COLLIDED WITH A SWITCHING HOUSE AND CAME TO REST ALONGSIDE A EARTHEN SUPPLY SLOPE. NONE OF THE WIRES WERE MARKED. THE CAPTAIN STATED THAT HE DID NOT SEE THE SILVER COLORED STATIC WIRES.

Probable Cause

Visual lookout..Inadequate..Pilot in command
Visual lookout..Inadequate..Copilot/second pilot

Contributing Factors

Object..Wire,static
Preflight planning/preparation..Inadequate..Pilot in command
Visual/aural perception..Pilot in command

(4) SIKORSKY S-55C HELICOPTER CRASHED-- JUNE 6, 1988

NTSB Identification: ATL88LA190

Accident occurred JUN-06-88 at COALING, AL
Aircraft: SIKORSKY S-55C, registration: N883
Injuries: 1 Minor.

Probable Cause

Rotorcraft flight control,tail rotor control..Loss,total
Rotor system,tail rotor hub pitch link..Loose
Maintenance,major repair..Improper..Company/operator management

On March 8, 2000, at 0807 Coordinated Universal Time (UTC / 1607 local time) a Sikorsky S-76A helicopter, registration PK-PUK and operated by PT. Pelita Air Service, departed Kakap Natune (an off-shore oil rig north of the Island of Borneo) following the transfer of 9 passengers. At the time of the accident, there were two pilots and no passengers on board. The weather was reported as clear for the flight to Palau Matak Island. At 0823 UTC the flight's last radio transmission was a position report at checkpoint Kilo-2. The flight did not make a position report at Kilo-1 checkpoint, scheduled for 0838 UTC. A search and rescue helicopter departed at 0855 UTC and found wreckage on the water. Both pilots were fatally injured in the flight flown under visual flight rules and conducted under the authority of the Civil Aviation Authority, Indonesia.

Personnel and the wreckage were recovered from a water depth of 80 to 90 meters. Components, including the main gearbox and both engines, were transferred to a maintenance facility in Bandung, Indonesia, where engineering examinations were conducted under the authority of the Investigator-in-Charge (IIC), National Transportation Safety Center (NTSC), Indonesia. The IIC was assisted in the examinations by product safety and engineering personnel from Sikorsky Aircraft, Stratford, Connecticut, and Rolls Royce, Indianapolis, Indiana. Subsequently, components were sent by NTSC to the United States, for engineering examinations at Sikorsky Aircraft, Rolls Royce, and Honeywell.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On July 4, 2003, approximately 0850 Pacific daylight time, a Sikorsky UH-19D, N37799, registered to and operated by Americopter Aviation Services as a 14 CFR Part 137 aerial application flight, experienced a loss of engine power followed by a collision with terrain near La Grande, Oregon. Visual meteorological conditions prevailed at the time and no flight plan was filed. The helicopter was destroyed by impact damage and a post-crash fire. The commercial pilot, the sole occupant, was not injured. The flight originated from an off airport location about five minutes prior to the accident.

The pilot reported that during a turn while spraying a fungicide on a potato field, the engine did not respond to a power input. A forced landing to the field was initiated. The helicopter touched down and subsequently rolled over. A post-crash fire consumed the wreckage.

On July 12, 2003, about 1028 Pacific daylight time, a Sikorsky S-58ET, N15AH, experienced a loss of control while maneuvering over the Miraleste Intermediate School, Rancho Palos Verdes, California. In an uncontrolled descent, the helicopter impacted school bungalows and came to rest in an adjacent basketball court, both unoccupied. The helicopter was owned and operated by ARIS Helicopters, Ltd., San Jose, California. The external load operation was performed under 14 CFR Part 133. The helicopter was destroyed, and the commercial certificated pilot was seriously injured. Visual meteorological conditions prevailed at the time. The flight originated from school property about 1015.

The operator was hired to remove and replace several dozen air conditioning units (AC) located on top of various school buildings. The AC's each weighed between 500 and 3,500 pounds. According to the operator's ground crew, during the operation the pilot made a precautionary landing after having observed the illumination of a gearbox chip light. The pilot removed the chip plug from the tail rotor drive shaft's intermediate gearbox, and he examined it. Unidentified particles were observed on the plug.

Witnesses reported that the pilot then resumed the external load operation. About 5 additional lifts were performed before the accident occurred.

The pilot reported to the National Transportation Safety Board investigator that seconds before the accident he had detected a high frequency vibration, and the helicopter also lost tail rotor thrust. His ground crew reported that while the pilot was repositioning one of the larger sized AC's using the 100-foot-long line, the helicopter suddenly began rotating in a clockwise direction and descending.

During the Safety Board's on scene examination of the wreckage, the input portion of the tail rotor's drive shaft into the intermediate gear box was found disconnected from the corresponding output shaft. Metal particles were also observed on the gearbox's chip plug.

While on a cross country positioning flight, the pilot noticed that the in-flight ride was a "little rougher" than most S-76 model helicopters that he had flown. He decided to initiate an auto rotation RPM check. After disengaging the autopilot, he lowered the collective and retarded the throttles to idle. Subsequently, the nose "pitched up and snapped to the left to a vertical descent." After the pilot advanced the throttles, the aircraft began to shake "violently." Subsequently, he recovered "full control." After landing, a post flight inspection revealed damage to the main rotor blades and hub. Further inspection of the hub and blades revealed that all 4 blades had cracks about 1 foot outboard of the blade root seals. All 4 spindle assemblies and flap restrainers were also damaged. No impact damage was observed on the hub or blades.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows: