Jeff Guzzetti has been the Office of Aviation Safety’s deputy director for regional operations for more than four years. He is charged with managing and all ten NTSB regional offices for aviation safety, and all general aviation accident investigations. Guzzetti talked to Aviation Maintenance about recent concerns found by the NTSB regarding air tour operators in Hawaii. Investigations of some of these air tour accidents have revealed inadequate maintenance and a lack of FAA oversight.

AM: What can you tell us about the recent NTSB Board Meetings on air tours?

Guzzetti: Recently we presented two air tour helicopter accidents that occurred on the Island of Kauai in Hawaii about two years ago. The Safety Board determined that both accidents were caused by operational factors.

AM: Did investigators note any deficiencies with maintenance?

Guzzetti: Yes. Oneof the accidents involved a Bell 206 operated by Bali Hai Helicopters. During the course of that investigation we found numerous discrepancies involving maintenance of this Part 91 operator’s aircraft. More specifically, we found inadequate record keeping and less than ideal maintenance facilities.

AM: Have there been any more recent air tour accidents since the Bali Hai event?

Guzzetti: Yes. Our concern for air tour safety was heightened last month with the occurrence of two additional air tour helicopter accidents. In both of those accidents hardware failures were found. The first accident was a Eurcopter AS350BA operated by Heli-USA. We found a worn lock washer that led to the separation of a hydraulic servo that controls the main rotor blade. Four days later, in the second accident involving a McDonnell Douglas MD369F helicopter, we found evidence consistent with separation of the tail rotor shaft and the majority of the tail rotor gearbox. As a result of these hardware failures, we dispatched specialists to look into the maintenance of the fleet and FAA oversight of the maintenance. There are two NTSB maintenance records specialists on Kauai right now researching and investigating. They will also interview the FAA inspectors that are assigned to oversee these companies’ maintenance programs.

AM: How many FAA inspectors are assigned to oversee this type of operation in Hawaii?

Guzzetti: There is a small group of inspectors at the Honolulu Flight Standards District Office (FSDO) that is responsible for the oversight of these operators, in addition to their numerous other responsibilities such as overseeing air carriers, FBOs, and flight schools. I might add, that dating back to the late eighties, the NTSB has been on record with the FAA expressing concern about the inadequate staffing of the Honolulu FSDO. There are no dedicated assets to perform surveillance on these air tour operators.

AM: How could Bali Hai operate air tours for hire under Part 91?

Guzzetti: Part 91 has an exemption, which allows a company to run air tours of less than 25 nautical miles from the departure airport. One of the problems is that the FAA doesn’t even know who all these Part 91 operators are. The FAA is now attempting to get a handle on who they all are with the recent issuance of a new air tour rule under Part 136

AM: What were some of the findings in the report that was recently presented to the Board?

Guzzetti: There were 36 (out of a total of 56) air tour helicopter accidents involving loss of engine power or other mechanical problems during the 10-year period from 1996 to 2005. If you include airplanes, 45 percent of all air tour accidents involved a mechanical failure of the airframe or engine.

AM: What else can you tell us about the Bali Hai accident?

Guzzetti: A review of the Bali Hai records revealed numerous discrepancies between airframe total time and engine total time recorded in respective logbooks and times recorded in the airframe and engine component status report.

AM: Aren’t there always a few discrepancies?

Guzzetti: The amount of discrepancies was far more than typical in that case. For instance, a review of the maintenance records for the year before the accident revealed no record of any minor discrepancies having been reported or repaired. The company systematically underreported the hours on the helicopter and components. The mechanic said the Hobbs meter was unreliable. A review of the historical correspondence between Bali Hai and the FAA revealed that as far back as 1996 the accident helicopter was deemed unairworthy on at least two occasions because of improper maintenance practices and record keeping.