N80BH is a 1987 Sikorsky EH-60A. It is a rotorcraft with 4 seats, powered by a Ge T700-GE-700 rated at 1561 horsepower. The registration is active, with the registrant based in La Verne, CA. Its restricted airworthiness certificate was issued in Jul 2021. It has been registered to its current owner since Feb 2019. This page also carries 1 NTSB event.
- 39 years old
- 1 of 33 Sikorsky EH-60A
2021
2019
That's everything on file so far — TailWiki checks the FAA registry daily and adds new entries as N80BH's record changes.
On April 22, 2012, about 1620 central daylight time, a Bumford-Royer, Christen Eagle II, N80BH, impacted terrain during initial climb at Pearland Regional Airport (LVJ), Pearland, Texas. The pilot was seriously injured and the airplane was substantially damaged. The airplane was registered to Cottonwood Motors of Santa Fe, and operated by the pilot, under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Day visual meteorological conditions prevailed and no flight plan was filed. At the time of the accident the airplane was departing from LVJ for a local flight.
A witness said the airplane was near the north end of the runway and had climbed to about 300 to 400 feet above ground level when they heard a loss of engine power. Other witnesses reported hearing popping or sputtering soon after the airplane became airborne. After the total loss of engine power the pilot attempted a left turn back toward the airport, but was unable to reach a suitable forced landing area. The airplane impacted trees and the bank of a drainage ditch, resulting in substantial damage to the fuselage and both wings. Emergency responders reported there was a substantial fuel spill, but no postimpact fire.
A J. P. Instruments EDM-700 panel-mounted engine monitoring system was removed from the wreckage and examined at the National Transportation Safety Board Recorders Laboratory in Washington, DC. Data downloaded from that unit showed that engine fuel flow (FF) increased about 6 minutes and 50 seconds after the recorded data began, corresponding to the application of takeoff power. There was a decrease in FF and EGT about 30 seconds later which corresponded to the loss of engine power. Data ended after a total of 7 minutes and 30 seconds.
A postaccident examination of the wreckage revealed that a "B nut" attaching the fuel supply line to the flow divider was found "finger tight." Further, there was evidence of dye from a fuel stain in the lower surface of the engine crankcase in the area of the fuel supply line. There had been recent maintenance performed in that area of the engine.
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