Prelim Report From NTSB Indicates No Record Of Weather Briefing

The pilot of a Robinson R-66 helicopter that was involved in an accident which fatally injured five people was not instrument rated, according to the NTSB's recently-released preliminary report. There is also no record that the pilot obtained a weather briefing prior to the flight.

According to the report, on July 27, 2013, about 2220 eastern daylight time, a Robinson Helicopter Company R66, N646AG, registered to Hampton Roads Charter Service, collided with trees and terrain near Noxen, Pennsylvania. Instrument meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Tri-Cities Airport (CZG), Endicott, New York, to Jake Arner Memorial Airport (22N), Lehighton, Pennsylvania. The helicopter was destroyed and the commercial pilot and 4 passengers were fatally injured. The flight originated from CZG about 2151.

There was no record with Lockheed Martin AFSS or CSC or DTC DUATS that the pilot obtained a preflight weather briefing before departure.

According to preliminary air traffic control information, after takeoff the non-instrument rated pilot called Binghamton Approach Control and advised the controller that the flight had just departed CZG, and was requesting visual flight rules (VFR) flight following. The controller provided the altimeter setting (30.00 inches of Mercury) and asked the pilot the destination and requested altitude, to which he replied 22N, and 3,000 feet msl.

A discrete transponder code was assigned (4604), and the flight was radar identified 3 miles southwest of CZG. The flight proceeded in a southwesterly direction flying about 3,000 feet until about 2157, then turned to a south-southeasterly heading while flying between 2,600 and 3,000 feet msl (variations in altitude were noted).

Air traffic control communications were transferred to Wilkes-Barre Approach Control, and the pilot established contact with that facility advising the controller that the flight was level at 3,000 feet msl. The Wilkes-Barre Approach controller acknowledged the transmission, and issued an altimeter setting of 30.00 inches of Mercury. While in contact with that facility the flight proceeded in a southeasterly direction with altitude and slight heading changes until about 2219, at which time recorded radar reflects a left turn to a northeasterly direction. Shortly thereafter, the pilot advised the controller, “we’re inadvertent IMC, reversing ah, can you give us a heading to the nearest airport, please"

The controller asked the pilot if he wanted a heading to the nearest airport and if the flight was in IFR conditions but the pilot did not respond to that transmission. The radar data reflects that the left turn continued to a north-northwesterly heading for about 9 seconds, at which time the radar reflects the helicopter turned to a north-northeasterly heading, followed by a turn to a northerly heading. The controller instructed the pilot to fly heading 068 degrees for a vector to Sky Haven Airport (76N), Tunkhannock, Pennsylvania, to which the pilot immediately replied at about 2220:03, “6 alpha gulf having trouble maintaining control here.”

The radar data from Wilkes-Barre Approach reflects that between 2219:53, and 2220:03, the flight descended from 2,800 to 2,600 feet and proceeded in an east-southeasterly direction, and between 2220:03 and 2220:17, the flight proceeded in a northeasterly heading with some altitude deviation noted. The controller then asked the pilot, “helicopter 6AG ah you having trouble maintaining altitude sir", to which the pilot immediately replied, "Affirmative 6AG." The radar data reflected that between 2220:17, and 2220:27, which was between the time the pilot informed the controller he was having trouble maintaining altitude, the helicopter descended from 2,600 to 2,300 feet, and changed direction to the southeast. There were no further recorded communications from the pilot.

The helicopter crashed on privately owned wooded land leased to an energy company; there were no known witnesses to the accident.

The ELT activated and a search was initiated but adverse weather (heavy fog) caused the search to be called off in the early morning hours. The search resumed when the weather allowed, and the wreckage was located on June 28, 2013, about 1350.

(Robinson R-66 pictured in file photo. Not accident aircraft)

FMI: www.ntsb.gov