History of Flight
On January 25, 2008, at approximately 2257 Pacific standard time, a Robinson R22 helicopter, registration N705JJ, was destroyed after impacting the southbound lanes of the Harbor Freeway (I-110) in Los Angeles, California. The helicopter was operated by JJ Helicopters, Inc., under 14 CFR Part 91. The private pilot, the sole occupant, was killed. The night cross-country flight originated at El Monte, California, and was destined for the operator's base at Zamperini Field in Torrance, California. Visual meteorological conditions prevailed; no flight plan was filed.
Recordings from Los Angeles International Airport (LAX) Air Traffic Control revealed that the pilot made initial contact at a self-reported position near I-110 and Staples Center, requesting a southbound transition over the freeway. A controller cleared the helicopter through LAX Class Bravo airspace. The pilot asked about altitude restrictions; the controller replied, "Affirmative, at or below 500 feet and at Century [Boulevard] frequency change approved." The pilot acknowledged.
Radar data from Southern California Terminal Radar Approach Control (SCT) showed a target with transponder code 1200 following I-110 southbound. The target appeared at 2253:15 near I-110 and I-10 and continued south. Over the final 3 minutes 14 seconds, the target oscillated between 200 and 400 feet mean sea level (msl). The last target was observed at 2256:57 at 400 feet msl, adjacent to Century Boulevard.
Witnesses reported seeing a small helicopter flying low ahead of them. One witness described it flying unusually low, not much higher than a freeway overpass, then observed a bright spark above, after which the helicopter dove and impacted the asphalt. Another witness saw the helicopter cross lanes toward the center divider, then a bright streak and explosion. A police officer saw the helicopter flying low and fast, then impact the freeway and erupt into flames.
The pilot's flight instructor stated that the pilot began training in mid-October 2007 and obtained his private pilot license on November 1, 2007. On the accident night, the instructor was scheduled to fly roundtrip with the pilot but the pilot chose to fly solo. The instructor warned him about the I-110 transition and LAX traffic. Later, the pilot called about headset problems and said he was returning from El Monte.
Personnel Information
The 29-year-old pilot held a private pilot certificate with a rotorcraft-helicopter rating and a first-class medical certificate issued November 1, 2007, with no limitations. He completed the Robinson Pilot Safety Course on January 17, 2008, reporting 54 hours total time, all in the R22. His flight evaluation instructor described him as average, aside from nervousness.
The pilot's last text message was sent at 1925 on the accident day; the last phone call was to the operator at 2227. Between 2012 and the last call, 18 calls were placed, most to an unknown number.
Aircraft Information
The helicopter, serial number 4180, was equipped with a Lycoming O-360-J2A engine. Records indicated about 420 hours total time. The last 100-hour inspection occurred on January 20, 2008, 15.9 hours before the accident.
Wreckage and Impact
The main wreckage came to rest in the far left lane of the southbound I-110, almost immediately above Century Boulevard. Powerlines spanning 690 feet with two unlit support structures (Towers 1212 and 1211) were adjacent. The highest static wires were about 120 feet high. The southernmost static wire showed a 6- to 8-inch abrasion.
A detailed wreckage and impact report is in the public docket.
Medical and Pathological
An autopsy was performed by the Los Angeles County Coroner. Toxicological testing by the FAA was negative for carbon monoxide, cyanide, and ethanol. The pilot's body was consumed by fire. A thermally destroyed cellular telephone was embedded in the pilot's left hand.
Tests and Research
Examination of the wreckage at Robinson Helicopter facilities on May 21–22, 2008, with representatives from Robinson and Lycoming, found that the airframe and engine were fire-damaged. Most control push-pull tubes and fuselage structure were consumed. The landing skids were separated; the right forward skid strut had a circular impression. The engine established mechanical continuity; thumb compression was obtained on all cylinders with normal operational signatures. No evidence of mechanical malfunction or failure was found. The complete examination report is in the public docket.