Monday the 7th of July, 2025

NTSB Prelim: Robinson Helicopter Co R66

Preliminary Weather Data Revealed Conditions, About Two Miles From The Accident Site Were 500 Ft Overcast, And 10 Statute Miles Visibility

Location: Kaparuk, AK Accident Number: ANC25FA044
Date & Time: June 4, 2025, 10:55 Local Registration: N962MD
Aircraft: Robinson Helicopter Co R66 Injuries: 2 Fatal
Flight Conducted Under: Part 135: Air taxi & commuter - Scheduled

On June 4, 2025 about 1055 Alaska daylight time, a Robinson R66 turbine-powered helicopter,  N962MD, was substantially damaged when it was involved in an accident near Kaparuk, Alaska. The pilot and passenger were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 135 on-demand charter flight.

The helicopter was operated by Pollux Aviation, Wasilla, Alaska, and according to the director of operations, the flight was part of a contract conducting bird research. The purpose of the flight was to scout conditions in the local area, and the next day they planned to relocate to a remote work camp within the North Slope region for three weeks. The pilot was new to the company and flew from Wasilla to Deadhorse Airport (PASC), Deadhorse, Alaska, the day before the accident. The accident flight was his first flight on the North Slope with a passenger.

The Alaskan North Slope is bounded on the north by the Beaufort Sea and runs from the Canadian border to the maritime boundary with Russia in the west. The North Slope region includes a portion of the Arctic National Wildlife Refuge (ANWR) and National Petroleum Reserve-Alaska (NPRA).

Weather conditions at PASC when the accident helicopter departed were reported to be, in part: wind 080° at 6 knots; visibility 10 statute miles; overcast ceiling of 500 feet. The pilot received a weather briefing prior to departure.

According to archived Federal Aviation Administration (FAA) communication data, prior to departure, the accident pilot contacted the Deadhorse Flight Service Station (SCC FSS) specialist on-duty to request a special visual flight rules (SVFR) clearance to depart to the west. The specialist on duty issued the pilot a SVFR clearance and instructed him to report clear of the Class E airspace to the west. The helicopter then departed to the west.

When the helicopter was about 15 miles west of PASC, the pilot informed the SCC FSS specialist that the helicopter was clear of the airport environment to the west. No further radio contact was received from the accident helicopter. According to archived automatic dependent surveillance-broadcast (ADS-B) data, after the helicopter departed PASC, it proceeded west to an area about 25 miles away, and the altitude ranged from about 300 to 600 ft mean sea level (msl). The data ends at an altitude of 575 ft msl, and during a left turn to the southwest.

After an emergency locater transmitter (ELT) signal was received and attempts to reach the crew were unsuccessful, a North Slope Borough (NSB) Search and Rescue Sikorsky S-92 helicopter was dispatched from Utqiagvik (formerly Barrow), Alaska to search for the helicopter. NSB search and rescue crews found the helicopter wreckage about 25 miles west of Deadhorse in an area of flat, snow-covered, featureless terrain.

A review of preliminary weather data revealed conditions, about two miles from the accident site were 500 ft overcast, and 10 statute miles visibility. On June 5, an investigator from the National Transportation Safety Board's (NTSB) Alaska Regional Office traveled to Deadhorse, but travel to the accident site by helicopter was delayed due to poor weather conditions until June 7. Once on scene, the NTSB investigator documented the helicopter wreckage before recovery efforts began.

An initial examination of the helicopter wreckage revealed that all the helicopter’s components were found at the accident site. The main wreckage came to rest about 11 feet from the initial impact point, and it showed significant down-stroking impact damage. One main rotor blade was found about 140 ft to the left of the main wreckage, and the other main rotor blade remained attached to the helicopter’s main rotor hub.

Continuous poor weather conditions delayed the wreckage recovery until June 9. The wreckage was initially slung by helicopter to PASC, then transported to Anchorage for further examination and testing. A detailed wreckage examination is pending.

FMI: www.ntsb.gov

 

 

NTSB Final Report: Just Highlander

Pilot’s Failure To Maintain Directional Control While Landing With A Crosswind.

Location: Rusk, Texas Accident Number: CEN25LA137
Date & Time: March 26, 2025, 10:23 Local Registration: N7770J
Aircraft: Just Highlander Aircraft Damage: Substantial
Defining Event: Loss of control on ground Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Flight test

Analysis: The pilot reported that he was attempting to land with a crosswind, and upon touchdown, a gust of wind lifted the right wing. The pilot attempted to correct with full right aileron but was unsuccessful. The airplane’s left wing contacted the ground, and the airplane came to rest inverted resulting in substantial damage to both wings, the fuselage, and the vertical stabilizer.

The pilot stated that there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this accident to be -- The pilot’s failure to maintain directional control while landing with a crosswind.

FMI: www.ntsb.gov

 

 

NTSB Final Report: Wolstenholme Dennis Pietenpol Air Camper

After Several Failed Attempts To Start The Engine With The Electric Starter, The Pilot Decided To “Hand Prop” The Engine

Location: Tullahoma, Tennessee Accident Number: ERA25LA077
Date & Time: December 12, 2024, 11:35 Local Registration: N161DW
Aircraft: Wolstenholme Dennis Pietenpol Air Camper Aircraft Damage: Substantial
Defining Event: Collision with terr/obj (non-CFIT) Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis: The pilot had just finished fueling the airplane and was trying to start the engine. After several failed attempts to start the engine with the electric starter, the pilot decided to “hand prop” the engine. The pilot subsequently placed standard, low-profile general aviation wheel chocks under the wheels, but did not tie down or otherwise secure the airplane. Additionally, the pilot did not secure anyone to assist him and there was no qualified pilot seated in the airplane during his attempt to start the engine. As soon as the engine started, and the airplane’s wheels rolled over the chocks, and the airplane taxied into a closed hangar door, resulting in substantial damage to the fuselage and both wings, and damaging the hangar doors.

Following the accident, the pilot stated that he had not previously received any formal training for hand propping an airplane, but that a mechanic had shown him how to do it. He was not aware of recommended precautions like having a qualified and trained pilot at the controls or tying the airplane down.

Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this accident to be -- The pilot’s failure to adequately secure the airplane before hand-propping the engine. Contributing was the pilot’s lack of training in hand-propping procedures.

FMI: www.ntsb.gov