More detail on this person: The following is
the NTSB report for this accident:
HISTORY OF FLIGHT
On January 15, 1994, about 1220 eastern standard
time, a Bell 206L3, N86CE, registered to Johnston
Coca Cola Bottling Company Inc., operating as a 14
CFR Part 91 corporate flight, crashed while
attempting to pick up to a hover. The helicopter
was destroyed. The commercial helicopter
pilot-in-command was fatally injured. The airline
transport airplane pilot sustained minor injuries.
The flight was originating from an open field at
the time of the accident.
The airline transport airplane pilot stated, that
he was attempting to pick the helicopter up to a
hover with the commercial helicopter
pilot-in-command following him through on the
flight controls. As the helicopter became light on
the skids, the helicopter tilted to the left and
he let go of the flight controls. The
pilot-in-command remained on the flight controls.
The main rotor blades collided with the ground and
the helicopter rolled over on its right side.
PERSONNEL INFORMATION
Information pertaining to the pilot-in-command,
Paul S. Chalet, and the second pilot, Thomas C.
Swanberg, is contained in NTSB Form 6120.1/2,
NTSB Form 6120.4, and NTSB Form 6120.4
Supplement E.
AIRCRAFT INFORMATION
The Bell Long Ranger III Rotorcraft Flight Manual,
Section 1, Limitations states, the minimum flight
crew consists of one pilot who shall operate the
helicopter from the right crew seat. The airline
transport airplane pilot stated that Coca-Cola
Enterprises Inc., did not have an operations
manual in effect at the time of the accident. The
draft operations manual was on the CEO's desk.
The manual does not specify who may operate the
flight controls, and what seat the
pilot-in-command will occupy when performing
assigned duties. Additional information pertaining
to the aircraft is contained in NTSB Form 6120.4,
Aircraft Information, and NTSB Form 6120.1/2.
METEOROLOGICAL INFORMATION
Visual meteorological conditions prevailed at the
time of the accident. The airline transport
airplane pilot stated the winds at the time of the
accident were out of the north-northwest at 10
knots. (For additional information see NTSB Form
6120.4).
WRECKAGE AND IMPACT INFORMATION
The wreckage of N86CE, was located in an open
field south of County Line Road West, in the
vicinity of Arcadia, Florida.
Examination of the crash site revealed the
helicopter rolled over on its right side and came
to rest on a heading of 235 degrees magnetic. The
main rotor blades collided with the ground, upper
wire cutter, and then penetrated the left forward
cabin area fatally injuring the pilot-in-command.
The main rotor mast separated at the seal bearing
plate with both main rotor blades. The main drive
shaft separated. The tailboom separated aft of the
intermediate section of the fuselage, and the
tailrotor driveshaft was fractured. The fuel
system was not ruptured. The landing gear was
attached with no evidence of lateral shift on the
crosstube mounts.
Examination of the main rotor system and tailrotor
system revealed no evidence to indicate a precrash
failure or malfunction. The yellow main rotor
blade was bent up about 15 to 18 degrees outboard
of the doublers. Plexiglass transfer and blood
stains were present on the rotor blade.
Wire cutter impact marks were present on the
doublers and on the rotor blade skin 8 feet
outboard of the grip plate. The aft body of the
white main rotor blade separated at the spar
outboard of the doublers, and the spar separated 3
feet inboard from the blade tip. Wire cutter
impact marks were present on the doublers. The
tailrotor blades were not damaged.
Examination of the airframe, and the flight
control system revealed no evidence to indicate
any precrash mechanical failure or malfunction.
All components necessary for flight were present
at the crash site. Continuity of the flight
control system was confirmed for pitch, roll, and
yaw.
Examination of the main transmission, engine to
transmission driveshaft, overrunning clutch,
tailrotor transmission, and chip detectors
revealed no evidence of any preimpact failure or
malfunction.
Examination of the engine assembly and
accessories revealed no evidence of a precrash
failure or malfunction. The engine was removed and
transported to an authorized repair facility in
Miami, Florida, for an engine test run. The engine
was run in a test cell on January 20, 1994. The
engine started, ran, and developed power.
MEDICAL AND PATHOLOGICAL INFORMATION
Post mortem examination of the pilot-in-command,
Paul S. Chalet, was conducted by Dr. James C.
Wilson, Associate Medical Examiner, District
Twelve, Sarasota, Florida, on January 16, 1994.
The cause of death was severe traumatic injuries
of the head and neck. Post mortem toxicology
studies of specimens from the pilot were performed
by the Forensic Toxicology Research Section,
Federal Aviation Administration, Oklahoma City,
Oklahoma. These studies were negative for neutral,
acidic, and basic drugs. Methanol was detected in
the blood and urine. Ethanol was detected in the
urine, and may be the result of post mortem
alcohol.
The second pilot, Thomas C. Swanberg, was
transported to Desoto Memorial Hospital, Arcadia,
Florida, treated for minor injuries and released.
Toxicology studies of specimens from the second
pilot were performed by the Forensic Toxicology
Research Section, Federal Aviation Administration,
Oklahoma City, Oklahoma. These studies were
negative for neutral, acidic, and basic drugs.
TEST AND RESEARCH
A review of Advisory Circular 90-87, Helicopter
Dynamic Rollover states, An increasing percentage
of helicopter accidents are being attributed to
dynamic rollover, a phenomenon that will, without
immediate corrective action, result in destruction
of the helicopter and possible serious
injury....During normal or slope takeoffs and
landings with some degree of bank angle or side
drift with one skid/wheel on the ground, the bank
angle or side drift can place the helicopter in a
situation where it is pivoting (rolling) about a
skid/wheel which is still in contact with the
ground.
When this happens, lateral cyclic control response
becomes more sluggish and less effective for a
free hovering helicopter. Consequently, if a roll
rate is permitted to develop, a critical bank
angle (the angle between the helicopter and the
horizon) may be reached where roll cannot be
corrected, even with full lateral cyclic, and the
helicopter will roll over onto its side. As the
roll rate increases, the angle at which recovery
is still possible is significantly reduced. The
critical rollover angle is also reduced. The
critical rollover angle is further reduced under
the following conditions:
a. Right side skid down condition;
b. Crosswinds;
c. Lateral center of gravity offset;
d. Main rotor thrust almost equal to helicopter
weight; and
e. Left yaw inputs.
ADDITIONAL INFORMATION
The helicopter wreckage was released to Mr. Brian
L. Ross, Director of Aviation, Cocoa Cola
Enterprises Inc., on January 17, 1994. The engine
was released to Mr. John McIntosh, General
Manager, Airwork Inc., Miami, Florida, on January
20, 1994.
This information was last updated 05/18/2016
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