N65PJBell 206L-3 · 1985

On June 2, 2020, about 1250 Pacific daylight time, a Bell 206L3 Helicopter, N65PJ, was substantially damaged when it was involved in an accident near Fairfield, California. The pilot and two passengers were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations (CFR) Part 133 rotorcraft external load operation.

The helicopter was operated by PJ Helicopters under contract from Pacific Gas and Electric (PG&E) to perform power line repair work. A fuel truck driver associated with the operation stated that he arrived at the landing zone about 0900 on the morning of the accident, where the accident pilot and helicopter were waiting. Flight operations began between 1100 and 1130.

According to the operator around 1250, the two linemen had completed work for the day, and the pilot proceeded to their location to pick them up via longline from the tower on which they had been working. At that time, for unknown reasons, the linemen were lowered to the ground and disconnected from the long line. The helicopter circled for several minutes before it was called back, and the linemen reattached to the longline. A witness stated that he saw the accident helicopter ascend toward the lower line of a set of powerlines. The main rotor contacted the line, followed by the helicopter impacting terrain, where it rolled downhill, and came to rest in a ravine.

According to PG&E, the impacted power line was about 200 ft above ground level (agl), located about mid span between two towers at the bottom of a valley.

The pilot held a commercial pilot certificate with ratings for rotorcraft-helicopter and instrument helicopter. His most recent Federal Aviation Administration second-class medical certificate was issued on December 23, 2019, at which time he reported 3,099 total hours of flight experience, with 422 hours in the previous six months.

The helicopter was recovered from the site for examination. Flight control continuity was established from the single cockpit control to the control surfaces through breaks in the system consistent with impact damage.

Continuity was confirmed from the main rotor drive shaft to the main rotor. The freewheeling unit operated normally. The transmission-to-engine main drive shaft remained attached at the transmission via the Kaflex. The aft Kaflex was fractured.

One main rotor blade (white blade) was fractured about 73 inches from the blade grip. The trailing edge of the blade was split down its length starting about 13 inches from the grip. The tip of the rotor blade was separated from the blade and displayed evidence of a wire strike. The white pitch change link was fractured about 6 inches from the lower end of the tube.

The other main rotor blade (red blade) was fractured about 36 inches from the grip. The outer skin separated from the carbon layup of the top surface of the blade. The interior core separated from the lower surface of the blade. The trailing edge of the blade was split down its length in a few locations with the interior core missing. The red pitch change link was fractured at the lower end connection.

Examination of the transmission, pylon, and hydraulics system revealed no anomalies.

Examination of the engine revealed no evidence of preimpact mechanical malfunctions or anomalies. The compressor impeller was undamaged and displayed evidence of dirt ingestion consistent with operation at the time of impact.