WPR14LA313A - PRELIMINARY INJURIES: 9 UNINJURED.


On July 25, 2014, about 1643 Pacific daylight time, a landing Eurocopter/ Airbus EC-130, N154GC, and a taxiing DeHavilland DHC-6, N190GC collided at Boulder City


Airport (BVU) Boulder


City, Nevada. Neither the two pilots on board the airplane, nor the pilot and six passengers aboard the helicopter, were injured. The helicopter, operated by a commercial operator, as an aerial sightseeing flight, sustained substantial damage. That flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 135. The airplane, operated by a commercial operator, was beginning a repositioning flight, and was being operated under the provisions of Title 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed.


According to the EC-130 pilot, he was inbound from the south and planned to land on the airport location designated as “Spot 2,” which was a dedicated helicopter arrival and departure location. He followed


the company-designated


arrival procedure, in which the helicopter flew a descending pattern first north along the centerline of taxiway A, and then west along the centerline of taxiway D to Spot 2. Spot 2 was a 50-foot painted square situated on the airport ramp. Taxiway D was 40 feet wide, was oriented approximately east-west, and comprised the southern perimeter of the same ramp. The center of Spot 2 was located about 50 feet north of the centerline of taxiway D. Since BVU was not equipped with an operating air traffic control tower, the


The helicopter pilot first saw the airplane when the helicopter was making the left turn from north to west near the junction of taxiways A and D. At that time, the airplane was moving south towards taxiway D, along a taxi line just east of Spot 1, on ramp about 600 feet east of Spot 2. The airplane crew announced their intentions on CTAF to taxi to runway 15 via taxiway D. The helicopter pilot reported that the last time he saw the airplane prior to the accident was as the helicopter overflew the intersection of taxiway D and the taxi line just east of Spot 1. At that time, the airplane was turning westbound onto taxiway D. The helicopter pilot realized the potential for conflict, since the two were now both traveling westbound along taxiway D. The helicopter pilot


stated


that he “immediately” queried on CTAF whether the airplane crew had him in sight. The pilot heard a “double click” on the CTAF frequency, which he interpreted as acknowledgement by the airplane crew that they had him in sight. Based on this information, the pilot was convinced that the airplane was behind him and that its flight crew had him in sight.


The helicopter pilot therefore continued his descent along the centerline of taxiway D towards Spot 2. About 8 to 10 seconds later, as the helicopter came almost abeam of Spot 2, the pilot began a right pedal turn to traverse to and set down on Spot 2. At


pilot communicated his positions and intentions via radio transmissions on the BVU common traffic advisory frequency (CTAF).


the commencement of that pedal turn, the pilot simultaneously spotted the wings and nose of the airplane through his chin windows, and felt an” impact.” He stopped the turn and descent, transitioned to Spot 2, descended, and landed on the ramp.


The flight crew of the airplane was unaware that there had been a collision, and they continued with their taxi-out and departure from BVU. The airplane was recalled to BVU by company personnel once they learned of the collision. The airplane was equipped with a cockpit voice recorder (CVR). Subsequent to the company’s attempt to obtain a non-NTSB sanctioned readout of the CVR, the device was obtained by the NTSB, and sent to the NTSB recorders laboratory in Washington, DC for readout.


The helicopter pilot had recently been hired by the commercial operator, and the accident occurred on his first day “flying the line” for the operator. The captain of the airplane began his duty day at 0507 that morning, and the collision occurred during his sixth flight of the day.


The 1656 automated weather observation at Henderson Executive airport (HND) Las Vegas Nevada, located about 13 miles west of BVU, included winds from 240 degrees at 15 knots, gusts to 19 knots, visibility 10 miles, clear skies, temperature 40 degrees C, dew point 9 degrees C, and an altimeter setting of 29.86 inches of mercury.


Editor’s Note: Although an accident is painful for all involved, a cursory review of accidents that have occured are both reflective and instructive. Accident reports give us unique insights into specific flights and situations that may make each of us reflect on our own operations or current flying environment. I encourage pilots, mechanics, crewmembers, and decision makers to make it a habit to study the industry’s recent history. If they trigger higher awareness that saves even one life or one airframe, it will have been well worth the read.


54 September 2014


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