Hawaii tour helicopter crash kills 4 (now incl photographs)
Read the paragraphs near the end I put in red..........
The FAA released an Airworthiness Bulletin Today:
here
NTSB Identification: NYC07MA073
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Thursday, March 08, 2007 in Princeville, HI
Aircraft: Aerospatiale AS350BA, registration: N354NT
Injuries: 4 Fatal, 3 Serious.
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 March 8, 2007, at 1502 Hawaii standard time, an Aerospatiale AS350BA helicopter, N354NT, operated by Heli-USA Airways, Inc., was substantially damaged when it collided with terrain following a loss of control while landing at the Princeville Airport (HI01), Princeville, Hawaii. The certificated airline transport pilot and three passengers were fatally injured, and three passengers were seriously injured. Visual meteorological conditions prevailed for the local air tour flight that departed the Princeville Airport about 1415, and was conducted under 14 CFR Part 135.
According to the company dispatcher, the helicopter departed for a 45-minute sightseeing flight. When the pilot contacted the company base by radio about 1455, the dispatcher anticipated a routine radio call announcing his return. Instead, the pilot announced, "I'm having hydraulic problems, and I'm probably going to have to do a run-on landing." The dispatcher took her hand-held radio, ran to the hangar area, and notified the base operator and the maintenance supervisor of the pilot's intentions. She stated that as the conversation with the pilot continued, the language he used to describe his situation changed from "hydraulic problem" to "hydraulic failure." She continued to monitor the frequency as the helicopter neared the airport. As the helicopter approached the ground, she heard the pilot state, "Okay we're done." Then, the sound of the rotor changed pitch and the helicopter impacted the ground.
In interviews, several employees of the company explained how they prepared for the helicopter's arrival and heardit approaching. Some of the employees saw the helicopter "low" over the approach end of the runway, as they stood at base operations near the departure end. The helicopter then disappeared from their view, and shortly thereafter, they heard the sounds of impact.
Another witness, who worked at the terminal building at the center of the airport and had an unobstructed view of the helicopter through her office window, watched the helicopter approach. She noticed that the helicopter was not approaching the runway faster than usual, but it was flying lower than usual. The helicopter slowed over the runway at less than 10 feet above the ground, then turned slowly towards the grassy area on the left side of the runway. The witness wondered what the helicopter was doing, because the helicopter was moving slowly in a level attitude seeming as though it would land in the grass. Then, "...all of a sudden, the nose went down and [the helicopter] hit the ground." She described the entire series of events as happening "slowly." When asked about the landing gear floats, the witness stated that they were not deployed prior to the accident.
The accident occurred during the hours of daylight approximately 22 degrees, 12 minutes north latitude, and 159 degrees, 26 minutes west longitude.
The pilot held an airline transport pilot certificate with a rating for rotorcraft-helicopter, and a flight instructor certificate with a rating for rotorcraft-helicopter. The pilot had accrued 10,471 total hours of flight experience, with 3,500 hours in make and model. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued in January, 2007.
The pilot's most recent Airman Competency/Proficiency Check was successfully completed on February 25, 2007. The pilot was also a company check airman per Special Federal Aviation Regulation 71, "Special Operating Rules for Air Tour Operations in the State of Hawaii."
The helicopter was manufactured in 1979, and had accrued 21,700 total hours of operation. The most recent 100-hour inspection was completed on February 22, 2007, at 21,642 hours. An engine change was performed on February 28, 2007, at 21,665 aircraft hours.
At 1453, the weather reported at the Lihue International Airport, Lihue, Hawaii, 16 miles southeast, included scattered clouds at 5,500 feet, and winds from 050 degrees at 13 knots. The temperature was 75 degrees Fahrenheit, and the dew point was 54 degrees Fahrenheit.
The helicopter was examined at the site on March 10, 2007, and all major components were accounted for at the scene. The helicopter came to rest on its landing gear with the landing gear floats deployed, and fully inflated. The helicopter came to rest on the sod on the left side of runway 05, 1,657 feet beyond the approach end of the runway, and 105 feet left of centerline. A ground scar marked the start of the wreckage path 1,433 feet beyond the departure end of the runway, and 72 feet left of centerline. The wreckage path was 33 feet long, oriented about 348 degrees magnetic, and ended at the final resting site of the helicopter wreckage.
The helicopter came to rest facing 168 degrees magnetic, nearly opposite the direction of travel of its approach to the airport. The nose, instrument panel, cockpit, and the cabin area forward of the rear seats were destroyed by impact, and fragments of composite materials were scattered in a wide arc around the wreckage. The center section of the fuselage was largely intact, with the main transmission and engine were in their respective locations.
The tailboom was partially attached to the fuselage via sheet metal, wires, and control cables. The remainder of the tailboom, the horizontal stabilizers, and the upper section of the vertical fin were intact. The lower section of the vertical fin and the tailskid were bent and wrinkled. Tail rotor control and drive train continuity were confirmed from where the tailboom partially separated from the fuselage back to the tail rotor. The tail rotor, tail rotor controls, tail rotor driveshaft, and tail rotor gearbox were all intact. The skin on the tail rotor paddles displayed rotational scoring near their tips.
Examination of the engine and transmission areas revealed no evidence of a preimpact fire, structural failure, fuel leak or oil leak. The engine mounts were slightly twisted, but the engine and main transmission remained in their mounts and connected by the main driveshaft. The main rotor drive shaft was ruptured approximately 3 inches from the power off-take of the transmission shaft. Both ends of the rupture exhibited torsion load deformation.
Examination of the engine revealed that the axial compressor wheel rotated freely, the wheel and blades were intact, and there were no signs of blade rub or rotational scarring. The power turbine wheel rotated freely, the power turbine wheel and blades were intact, and there were no signs of blade rub or rotational scarring. The short shaft was found separated from the reduction gearbox and exhibited signs of rotational scarring. The flexible coupling and triangular flange exhibited torsion load deformation.
The red, yellow and blue main rotor blades remained attached to the hub. The main rotor blade spars were bent and twisted, but complete to the tips. The core and skin material outboard of the first one-third of each blade was fractured and scattered around. The blue sleeve and star arm were fractured. The red star arm was fractured, but the sleeve remained attached. The yellow sleeve and star arm were intact. All three main rotor pitch change links remained attached, with the red link slightly bent.
Control continuity could not be established from the cockpit aft to the mixing unit due to impact damage and crush deformation of the airframe. Control continuity was established from the mixing unit to the flight control servos. The swashplate, scissors, and sleeve assemblies were all intact.
The hydraulic reservoir was full, but the sight glass was fractured and seeping. The hydraulic pump was intact, with the drivebelt attached. The lateral and fore and aft servos, and their respective accumulators and electro-valves were intact. The flight control servos were all attached at the non-rotating swashplate. The fore-and-aft servo, and the right lateral servo were attached to the transmission.
Further examination revealed that the lower clevis of the left lateral servo was still attached to the transmission case, but was no longer attached to the servo. Closer examination revealed that the threads on the clevis, as well as the threads on the inner diameter of the servo, appeared undamaged. The jam nut, the lock nut, and the safety wire were still attached to the clevis threads, and free to rotate. The clevis was then removed from the transmission case, and forwarded, along with its associated servo, for further examination.
The hydraulic pump and drive assembly were removed as a unit. The pump, the lateral and fore and aft servos, their respective accumulators and electro-valves, the hydraulic distribution manifold, the tail rotor servo, as well as the hydraulic pump drive belt were all removed and forwarded to the Safety Board Materials Laboratory in Washington, D.C. for further examination.
The FAA released an Airworthiness Bulletin Today:
here
NTSB Identification: NYC07MA073
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Thursday, March 08, 2007 in Princeville, HI
Aircraft: Aerospatiale AS350BA, registration: N354NT
Injuries: 4 Fatal, 3 Serious.
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 March 8, 2007, at 1502 Hawaii standard time, an Aerospatiale AS350BA helicopter, N354NT, operated by Heli-USA Airways, Inc., was substantially damaged when it collided with terrain following a loss of control while landing at the Princeville Airport (HI01), Princeville, Hawaii. The certificated airline transport pilot and three passengers were fatally injured, and three passengers were seriously injured. Visual meteorological conditions prevailed for the local air tour flight that departed the Princeville Airport about 1415, and was conducted under 14 CFR Part 135.
According to the company dispatcher, the helicopter departed for a 45-minute sightseeing flight. When the pilot contacted the company base by radio about 1455, the dispatcher anticipated a routine radio call announcing his return. Instead, the pilot announced, "I'm having hydraulic problems, and I'm probably going to have to do a run-on landing." The dispatcher took her hand-held radio, ran to the hangar area, and notified the base operator and the maintenance supervisor of the pilot's intentions. She stated that as the conversation with the pilot continued, the language he used to describe his situation changed from "hydraulic problem" to "hydraulic failure." She continued to monitor the frequency as the helicopter neared the airport. As the helicopter approached the ground, she heard the pilot state, "Okay we're done." Then, the sound of the rotor changed pitch and the helicopter impacted the ground.
In interviews, several employees of the company explained how they prepared for the helicopter's arrival and heardit approaching. Some of the employees saw the helicopter "low" over the approach end of the runway, as they stood at base operations near the departure end. The helicopter then disappeared from their view, and shortly thereafter, they heard the sounds of impact.
Another witness, who worked at the terminal building at the center of the airport and had an unobstructed view of the helicopter through her office window, watched the helicopter approach. She noticed that the helicopter was not approaching the runway faster than usual, but it was flying lower than usual. The helicopter slowed over the runway at less than 10 feet above the ground, then turned slowly towards the grassy area on the left side of the runway. The witness wondered what the helicopter was doing, because the helicopter was moving slowly in a level attitude seeming as though it would land in the grass. Then, "...all of a sudden, the nose went down and [the helicopter] hit the ground." She described the entire series of events as happening "slowly." When asked about the landing gear floats, the witness stated that they were not deployed prior to the accident.
The accident occurred during the hours of daylight approximately 22 degrees, 12 minutes north latitude, and 159 degrees, 26 minutes west longitude.
The pilot held an airline transport pilot certificate with a rating for rotorcraft-helicopter, and a flight instructor certificate with a rating for rotorcraft-helicopter. The pilot had accrued 10,471 total hours of flight experience, with 3,500 hours in make and model. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued in January, 2007.
The pilot's most recent Airman Competency/Proficiency Check was successfully completed on February 25, 2007. The pilot was also a company check airman per Special Federal Aviation Regulation 71, "Special Operating Rules for Air Tour Operations in the State of Hawaii."
The helicopter was manufactured in 1979, and had accrued 21,700 total hours of operation. The most recent 100-hour inspection was completed on February 22, 2007, at 21,642 hours. An engine change was performed on February 28, 2007, at 21,665 aircraft hours.
At 1453, the weather reported at the Lihue International Airport, Lihue, Hawaii, 16 miles southeast, included scattered clouds at 5,500 feet, and winds from 050 degrees at 13 knots. The temperature was 75 degrees Fahrenheit, and the dew point was 54 degrees Fahrenheit.
The helicopter was examined at the site on March 10, 2007, and all major components were accounted for at the scene. The helicopter came to rest on its landing gear with the landing gear floats deployed, and fully inflated. The helicopter came to rest on the sod on the left side of runway 05, 1,657 feet beyond the approach end of the runway, and 105 feet left of centerline. A ground scar marked the start of the wreckage path 1,433 feet beyond the departure end of the runway, and 72 feet left of centerline. The wreckage path was 33 feet long, oriented about 348 degrees magnetic, and ended at the final resting site of the helicopter wreckage.
The helicopter came to rest facing 168 degrees magnetic, nearly opposite the direction of travel of its approach to the airport. The nose, instrument panel, cockpit, and the cabin area forward of the rear seats were destroyed by impact, and fragments of composite materials were scattered in a wide arc around the wreckage. The center section of the fuselage was largely intact, with the main transmission and engine were in their respective locations.
The tailboom was partially attached to the fuselage via sheet metal, wires, and control cables. The remainder of the tailboom, the horizontal stabilizers, and the upper section of the vertical fin were intact. The lower section of the vertical fin and the tailskid were bent and wrinkled. Tail rotor control and drive train continuity were confirmed from where the tailboom partially separated from the fuselage back to the tail rotor. The tail rotor, tail rotor controls, tail rotor driveshaft, and tail rotor gearbox were all intact. The skin on the tail rotor paddles displayed rotational scoring near their tips.
Examination of the engine and transmission areas revealed no evidence of a preimpact fire, structural failure, fuel leak or oil leak. The engine mounts were slightly twisted, but the engine and main transmission remained in their mounts and connected by the main driveshaft. The main rotor drive shaft was ruptured approximately 3 inches from the power off-take of the transmission shaft. Both ends of the rupture exhibited torsion load deformation.
Examination of the engine revealed that the axial compressor wheel rotated freely, the wheel and blades were intact, and there were no signs of blade rub or rotational scarring. The power turbine wheel rotated freely, the power turbine wheel and blades were intact, and there were no signs of blade rub or rotational scarring. The short shaft was found separated from the reduction gearbox and exhibited signs of rotational scarring. The flexible coupling and triangular flange exhibited torsion load deformation.
The red, yellow and blue main rotor blades remained attached to the hub. The main rotor blade spars were bent and twisted, but complete to the tips. The core and skin material outboard of the first one-third of each blade was fractured and scattered around. The blue sleeve and star arm were fractured. The red star arm was fractured, but the sleeve remained attached. The yellow sleeve and star arm were intact. All three main rotor pitch change links remained attached, with the red link slightly bent.
Control continuity could not be established from the cockpit aft to the mixing unit due to impact damage and crush deformation of the airframe. Control continuity was established from the mixing unit to the flight control servos. The swashplate, scissors, and sleeve assemblies were all intact.
The hydraulic reservoir was full, but the sight glass was fractured and seeping. The hydraulic pump was intact, with the drivebelt attached. The lateral and fore and aft servos, and their respective accumulators and electro-valves were intact. The flight control servos were all attached at the non-rotating swashplate. The fore-and-aft servo, and the right lateral servo were attached to the transmission.
Further examination revealed that the lower clevis of the left lateral servo was still attached to the transmission case, but was no longer attached to the servo. Closer examination revealed that the threads on the clevis, as well as the threads on the inner diameter of the servo, appeared undamaged. The jam nut, the lock nut, and the safety wire were still attached to the clevis threads, and free to rotate. The clevis was then removed from the transmission case, and forwarded, along with its associated servo, for further examination.
The hydraulic pump and drive assembly were removed as a unit. The pump, the lateral and fore and aft servos, their respective accumulators and electro-valves, the hydraulic distribution manifold, the tail rotor servo, as well as the hydraulic pump drive belt were all removed and forwarded to the Safety Board Materials Laboratory in Washington, D.C. for further examination.
This was a very tragic and unfortunate situation all around. Assuming the preliminary findings are accurate, indications are that this crash wasn’t hydraulic related, however, my guess is, it probably appeared to the pilot as a hydraulic problem or servo jam type situation (pick one). Any thoughts? How much controllability would be lost in the affected axis?
The FAA issued an SAIB which refers to another related accident, does anyone have information on this?
The FAA issued an SAIB which refers to another related accident, does anyone have information on this?
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Originally Posted by JimEli
The FAA issued an SAIB which refers to another related accident, does anyone have information on this?
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Read somewhere yesterday the accident was caused by a pitch change rod to the head came adrift. Looked for the reference just now but unable to remember exactly where.
Edited as found the reference from Avweb
The NTSB says one end of a rotor servo control rod was found disconnected on an A350 helicopter that crashed on the Hawaiian island of Kauai earlier this month, killing four of seven people aboard. On Thursday, the FAA issued a special airworthiness information bulletin (SAIB) and Eurocopter e-mailed customers warning A350 operators that a serrated washer on the servo rod-end could fail, resulting in disconnection of the rod from the rotor assembly, and recommended immediate inspection of those parts. The A350 has three such assemblies to control rotor tilt. The SAIB issued by the FAA says two crashes have been caused by the washer failure, but spokesman Ian Gregor said those crashes occurred before the Hawaii accident and the bulletin was already in the works when the Heli-USA helicopter crashed on landing at Princeville Airport on March 8. Pilot Joe Sulak and three passengers died in the crash. Before the accident Sulak radioed that he was having “hydraulic problems.” Investigators later found the detached servo rod and sent those parts for more detailed inspection. The washer identified in the FAA and Eurocopter bulletins has a tang that is supposed to lock in the threads of the rod end to prevent the bolt from unscrewing. In the previous crashes, the tang was missing or worn and allowed the nut securing the rod to the rotor assembly to come off.
Edited as found the reference from Avweb
The NTSB says one end of a rotor servo control rod was found disconnected on an A350 helicopter that crashed on the Hawaiian island of Kauai earlier this month, killing four of seven people aboard. On Thursday, the FAA issued a special airworthiness information bulletin (SAIB) and Eurocopter e-mailed customers warning A350 operators that a serrated washer on the servo rod-end could fail, resulting in disconnection of the rod from the rotor assembly, and recommended immediate inspection of those parts. The A350 has three such assemblies to control rotor tilt. The SAIB issued by the FAA says two crashes have been caused by the washer failure, but spokesman Ian Gregor said those crashes occurred before the Hawaii accident and the bulletin was already in the works when the Heli-USA helicopter crashed on landing at Princeville Airport on March 8. Pilot Joe Sulak and three passengers died in the crash. Before the accident Sulak radioed that he was having “hydraulic problems.” Investigators later found the detached servo rod and sent those parts for more detailed inspection. The washer identified in the FAA and Eurocopter bulletins has a tang that is supposed to lock in the threads of the rod end to prevent the bolt from unscrewing. In the previous crashes, the tang was missing or worn and allowed the nut securing the rod to the rotor assembly to come off.
Last edited by Brian Abraham; 28th Mar 2007 at 23:46.
"Just a pilot"
Just a pilot, but read the SB- basically requires inspection of the jam nut and lock-washer at the bottom of the servo rod. Should be safety-wired and have slippage paint mark.
Looking that servo during the preflight this morning was chilling. *IF* that lock-washer/jam nut weren't secure, the servo extension rod could twist, back off, and finally disconnect. It seems that this very event has occurred previous to this crash. If that happened, you'd lose the load-damping effect of the servo, the controls would have an extra hinge between the push/pull tube bell crank (or Richard cable end?) and the point where the servo housing attaches to the stationary star. The lower servo mount aligns the servo and all control input are thus restrained and aligned in the vertical. I'd guess (I'm only a pilot) that the effect of the mount freeing would be a lot of feedback in one axis and a sloppy controls in the same direction, until the new hinge in the control run failed/jammed? Joe Sulack did a heck of job getting it back as far as he did.
That servo rod is very smooth, designed to move freely in housing. The jam nut/lock-washer combination are the only rotational restraint on the servo rod to the banjo(?) fitting.
Looking that servo during the preflight this morning was chilling. *IF* that lock-washer/jam nut weren't secure, the servo extension rod could twist, back off, and finally disconnect. It seems that this very event has occurred previous to this crash. If that happened, you'd lose the load-damping effect of the servo, the controls would have an extra hinge between the push/pull tube bell crank (or Richard cable end?) and the point where the servo housing attaches to the stationary star. The lower servo mount aligns the servo and all control input are thus restrained and aligned in the vertical. I'd guess (I'm only a pilot) that the effect of the mount freeing would be a lot of feedback in one axis and a sloppy controls in the same direction, until the new hinge in the control run failed/jammed? Joe Sulack did a heck of job getting it back as far as he did.
That servo rod is very smooth, designed to move freely in housing. The jam nut/lock-washer combination are the only rotational restraint on the servo rod to the banjo(?) fitting.
found the previous crash:
http://www.ntsb.gov/ntsb/GenPDF.asp?...94FA231&rpt=fi
Devil 49:
"The jam nut/lock-washer combination are the only rotational restraint on the servo rod to the banjo(?) fitting."
It seems to defy fail-proof and fail-safe principles ?
http://www.ntsb.gov/ntsb/GenPDF.asp?...94FA231&rpt=fi
Devil 49:
"The jam nut/lock-washer combination are the only rotational restraint on the servo rod to the banjo(?) fitting."
It seems to defy fail-proof and fail-safe principles ?
Thread Starter
Another one...
http://the.honoluluadvertiser.com/ar...381524076.html
http://the.honoluluadvertiser.com/ar...381524076.html
Report on helicopter hard landing cites tail rotor
Advertiser Staff
The National Transportation Safety Board is inspecting the tail rotor gearbox of a Maui tour helicopter that made a hard landing March 28 at Kahului Airport.
None of the seven people aboard the Eurocopter AS 350 BA owned by MauiScape Helicopters Inc. was hurt in the incident, which occurred in the same month that two tour helicopters crash-landed on Kaua'i, killing a total of five people.
On March 8, a Heli-USA Eurocopter AS 350 BA experienced a loss of control while landing at Princeville, killing four. On March 11, an Inter-island Helicopters McDonnell Douglas 369FF aircraft crash-landed in Ha'ena after losing its tail rotor. One passenger was killed.
In the Maui incident, the helicopter entered 'Iao Valley near the end of an hourlong sightseeing flight when the pilot noticed a problem with the aircraft's yaw, or side-to-side movement, according to an NTSB preliminary report released this week. The pilot manipulated the tail rotor control pedals to no effect and declared an emergency before landing at the airport's Runway 2, the report said. The helicopter sustained minor damage.
The NTSB said Kahului air-traffic tower personnel told investigators the pilot contacted the tower and reported: "He may have 'lost his tail rotor.' "
A Federal Aviation Administration airworthiness inspector from the Honolulu Flight Standards District Office inspected the helicopter and found that a mounting tang in the tail rotor gearbox pitch-change bellcrank was fractured, the NTSB report said. The gearbox assembly was removed and shipped to the NTSB for further metallurgical examination.
It is expected to take months before the NTSB releases a report on the probable cause of the Maui incident.
NTSB records show there have been four aircraft accidents reported in Hawai'i so far this year, including the three involving tour helicopters last month.
The first incident of the year occurred Jan. 31 when an Island Air Bombardier DHC-8-103 encountered severe turbulence while descending near Kaunakakai, Moloka'i. A pilot who was a hitching a ride on the flight was thrown about the cabin and suffered a fractured vertebrae in his back.
Advertiser Staff
The National Transportation Safety Board is inspecting the tail rotor gearbox of a Maui tour helicopter that made a hard landing March 28 at Kahului Airport.
None of the seven people aboard the Eurocopter AS 350 BA owned by MauiScape Helicopters Inc. was hurt in the incident, which occurred in the same month that two tour helicopters crash-landed on Kaua'i, killing a total of five people.
On March 8, a Heli-USA Eurocopter AS 350 BA experienced a loss of control while landing at Princeville, killing four. On March 11, an Inter-island Helicopters McDonnell Douglas 369FF aircraft crash-landed in Ha'ena after losing its tail rotor. One passenger was killed.
In the Maui incident, the helicopter entered 'Iao Valley near the end of an hourlong sightseeing flight when the pilot noticed a problem with the aircraft's yaw, or side-to-side movement, according to an NTSB preliminary report released this week. The pilot manipulated the tail rotor control pedals to no effect and declared an emergency before landing at the airport's Runway 2, the report said. The helicopter sustained minor damage.
The NTSB said Kahului air-traffic tower personnel told investigators the pilot contacted the tower and reported: "He may have 'lost his tail rotor.' "
A Federal Aviation Administration airworthiness inspector from the Honolulu Flight Standards District Office inspected the helicopter and found that a mounting tang in the tail rotor gearbox pitch-change bellcrank was fractured, the NTSB report said. The gearbox assembly was removed and shipped to the NTSB for further metallurgical examination.
It is expected to take months before the NTSB releases a report on the probable cause of the Maui incident.
NTSB records show there have been four aircraft accidents reported in Hawai'i so far this year, including the three involving tour helicopters last month.
The first incident of the year occurred Jan. 31 when an Island Air Bombardier DHC-8-103 encountered severe turbulence while descending near Kaunakakai, Moloka'i. A pilot who was a hitching a ride on the flight was thrown about the cabin and suffered a fractured vertebrae in his back.
Thread Starter
Maui helicopter has hard landing
http://www.honoluluadvertiser.com/ap...0336/1005/NEWS
http://www.honoluluadvertiser.com/ap...0336/1005/NEWS
Posted on: Saturday, April 21, 2007
Maui helicopter has hard landing
By Christie Wilson
Advertiser Neighbor Island Editor
A tour helicopter on Maui appeared to have hit a jacaranda tree at a height of 10 to 20 feet, then made a hard landing, a witness said.
CHRISTIE WILSON | The Honolulu Advertiser
spacer spacer
MAKAWAO, Maui — A tour helicopter chartered for a New Jersey corporate group made a hard landing yesterday on celebrity chef Bev Gannon's lawn, moments after taking off from her estate.
None of the four men and two women aboard the Sunshine Helicopters EC130 Whisperstar B4 was seriously hurt, but all were taken to Maui Memorial Medical Center as a precaution, police Lt. Jimmy Bell said.
Neighbor Al Schwartz, a noted ceramics artist who lives next to Gannon's property on the 3000 block of Baldwin Avenue, said he had come out of his studio after hearing a loud helicopter noise about 3:45 p.m. Two helicopters landed on Gannon's lawn and sat for about 10 minutes with their rotors spinning while taking on passengers, he said.
"The first one took off and went over the pineapple fields. About three minutes later, the second one started to take off in the same direction and hit the corner of the yard," Schwartz said. "I never saw it get above the trees."
Schwartz said the helicopter appeared to have contacted a jacaranda tree at a height of 10 to 20 feet, then crashed back to the ground. He said winds were gusty at the time.
"The noise was incredible," he said.
There was a crowd of people on Gannon's lawn to watch the aircraft leave, and some were screaming, according to Schwartz. "There were some scared people," he said. "One lady was hysterical. I think her husband was on the helicopter."
A female passenger was taken away from the aircraft on a stretcher but was later seen walking around, he said. No one else seemed hurt.
Gannon could not be contacted for comment, and Sunshine Helicopters officials who were at the scene of the hard landing declined to comment.
Bell said the helicopters were shuttling people from the property to the Kapalua resort. They belonged to a corporate group of approximately 50 people from Princeton, N.J., he said.
Bell did not know why they were at Gannon's property. Schwartz said helicopters have landed there only a few times over the nine years he's lived next door.
Gannon and husband Joe own the Hali'imaile General Store and Joe's Bar & Grill restaurants on Maui. She is one of the founders of the Pacific Regional Cuisine movement and has appeared on "The Today Show" and other national television programs.
A National Transportation Safety Board investigator from Honolulu was expected to arrive on Maui last night to look into the incident, Bell said
Maui helicopter has hard landing
By Christie Wilson
Advertiser Neighbor Island Editor
A tour helicopter on Maui appeared to have hit a jacaranda tree at a height of 10 to 20 feet, then made a hard landing, a witness said.
CHRISTIE WILSON | The Honolulu Advertiser
spacer spacer
MAKAWAO, Maui — A tour helicopter chartered for a New Jersey corporate group made a hard landing yesterday on celebrity chef Bev Gannon's lawn, moments after taking off from her estate.
None of the four men and two women aboard the Sunshine Helicopters EC130 Whisperstar B4 was seriously hurt, but all were taken to Maui Memorial Medical Center as a precaution, police Lt. Jimmy Bell said.
Neighbor Al Schwartz, a noted ceramics artist who lives next to Gannon's property on the 3000 block of Baldwin Avenue, said he had come out of his studio after hearing a loud helicopter noise about 3:45 p.m. Two helicopters landed on Gannon's lawn and sat for about 10 minutes with their rotors spinning while taking on passengers, he said.
"The first one took off and went over the pineapple fields. About three minutes later, the second one started to take off in the same direction and hit the corner of the yard," Schwartz said. "I never saw it get above the trees."
Schwartz said the helicopter appeared to have contacted a jacaranda tree at a height of 10 to 20 feet, then crashed back to the ground. He said winds were gusty at the time.
"The noise was incredible," he said.
There was a crowd of people on Gannon's lawn to watch the aircraft leave, and some were screaming, according to Schwartz. "There were some scared people," he said. "One lady was hysterical. I think her husband was on the helicopter."
A female passenger was taken away from the aircraft on a stretcher but was later seen walking around, he said. No one else seemed hurt.
Gannon could not be contacted for comment, and Sunshine Helicopters officials who were at the scene of the hard landing declined to comment.
Bell said the helicopters were shuttling people from the property to the Kapalua resort. They belonged to a corporate group of approximately 50 people from Princeton, N.J., he said.
Bell did not know why they were at Gannon's property. Schwartz said helicopters have landed there only a few times over the nine years he's lived next door.
Gannon and husband Joe own the Hali'imaile General Store and Joe's Bar & Grill restaurants on Maui. She is one of the founders of the Pacific Regional Cuisine movement and has appeared on "The Today Show" and other national television programs.
A National Transportation Safety Board investigator from Honolulu was expected to arrive on Maui last night to look into the incident, Bell said
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I know this isn't the first we've heard of this on the A-Star line, but was wondering what some of the causes have been in the past.
My condolence to family and friends!
My condolence to family and friends!
