History of Flight
On January 31, 2009, at 1108 Pacific standard time, a Robinson Helicopter Company R22 Beta II, registration N4160A, impacted terrain after an in-flight breakup near Fillmore, California. Orbic Helicopters Sales & Service at Camarillo LLC operated the helicopter under 14 Code of Federal Regulations Part 91. The certificated private pilot was killed; the helicopter sustained substantial damage from impact forces. The local personal flight departed Camarillo, California, around 1030. Visual meteorological conditions prevailed, and no flight plan was filed.
Witnesses near the accident site reported no unusual sounds prior to the crash. The operator stated the pilot had rented the helicopter for a personal proficiency flight and believed he was heading to the local practice area.
Personnel Information
Federal Aviation Administration records indicated the 47-year-old pilot held a private pilot certificate with ratings for airplane single-engine land and helicopter. The operator reported the pilot also held a Japanese commercial airplane pilot license and was employed by a commuter airline in Japan.
The National Transportation Safety Board investigator-in-charge obtained aeronautical experience from FAA medical records. On a third-class medical application dated July 7, 2007, the pilot reported 4,930 total hours, with 100 hours in the previous 6 months.
The operator reported the pilot had 46 total helicopter hours, all in the accident make and model, with approximately 7 hours in the last 90 days and 7 hours in the last 30 days. A biennial flight review was completed on January 30, 2009.
Aircraft Information
The helicopter was a Robinson R22 Beta II, serial number 4297. Logbooks showed a total airframe time of 851 hours at the accident. A 100-hour annual inspection was dated December 11, 2008; the Hobbs meter read 798.2 hours at that inspection and 851.7 hours at the accident site. The engine was a Textron Lycoming O-360-J2A, serial number L-41077-36E, with 798.2 hours at the last inspection.
Meteorological Information
The closest official weather station was Camarillo Airport, 20 nautical miles southwest of the accident site, elevation 77 feet mean sea level. A routine weather report issued at 1055 PDT reported winds from 170 degrees at 3 knots, visibility 10 miles, clear skies, temperature 21°C, dew point 4°C, and altimeter 30.10 inches of mercury.
Wreckage and Impact Information
The debris field extended approximately 900 feet along a magnetic heading of 090 degrees. Documentation noted severe ground impact damage and damage consistent with the main rotor blade contacting the tailcone in flight. The helicopter impacted with the right side low and little or no forward speed. Pieces of tailcone, tail rotor flight controls, and tail rotor driveshaft were found about 900 feet west of the main wreckage.
There were four disconnects in the main rotor flight controls: at the aft end of the A121-1 push-pull tube, at the A205-1 fork attachment to the collective stick, and one on each pitch change link. Four disconnects were found in the tail rotor flight controls: at the forward end of the A121-11 tube, at the aft end of the A121-15 tube, and two in the A121-17 tube. All disconnect edges were angular and jagged.
The first bay of the tailcone remained attached to the upper frame and was bent up and right. The second bay and forward end of the third bay were disconnected from the first bay. The second bay had a crease on the lower left side at about 90 degrees to the tailcone centerline. Black scuff marks and a crease crossed bays two and three on the left side at about 60 degrees. The aft end of bay three and bay four had a crease on the lower left side at about 45 degrees, and those bays were disconnected. Bay four was torn into many pieces, most with black scuff marks or creases. Bay five remained attached to the empennage with minor damage.
Main rotor blade S/N 7029 came to rest with its leading edge up across the cabin, bent 70 degrees tip up 27 inches outboard of the pitch change boot. About 36 inches of skin was disconnected from the spar at midspan. The trailing edge sustained impact damage. The spar was bowed up at the tip. Several chordwise creases were present on both skins. The outboard leading edge had red scuff marks matching the tailcone's red "Danger" decal. Deep chordwise scrape marks were near the trailing edge of the lower skin. Paint was eroded beyond the bond line at the tip. A puncture was in the upper skin near the trim tab.
Main rotor blade S/N 7035 came to rest perpendicular to the airframe with upper surface up, bent 70 degrees tip up 28 inches outboard of the pitch change boot, bowed down over the next 2 feet and up from midspan to tip. The outboard upper skin had red scuff marks matching the tailcone decal. Several chordwise creases were on both skins. Paint was eroded beyond the bond line. A puncture was in the upper skin near the trim tab.
Medical and Pathological Information
The Ventura County Coroner performed an autopsy on February 2, 2009, listing the cause of death as multiple blunt force injuries. The FAA Civil Aerospace Medical Institute performed toxicology testing; no findings for carbon monoxide, cyanide, volatiles, or tested drugs.
Tests and Research
The airframe and engine were examined with no mechanical anomalies identified that would have precluded normal operation. A detailed report with pictures is in the public docket.