History of Flight
On June 11, 2009, at about 1000 mountain standard time, a Robinson R22 Beta helicopter, registration N149SH, collided with a power line during low-altitude flight and subsequently descended uncontrolled to the ground near Morristown, Arizona. The commercial pilot, who was the sole occupant, was killed. The helicopter, registered to a private individual and operated by the pilot under 14 Code of Federal Regulations Part 91, sustained substantial damage. The purpose of the local flight was to herd cattle for a ranch owner. Visual meteorological conditions prevailed, and no flight plan was filed.
The ranch owner stated that the pilot had worked for him before and was familiar with the area. The day before the accident, the pilot made three flights between 0900 and 1700. He then had dinner with the ranch owner and spent the night at his home. In the morning, the pilot refueled and inspected the helicopter before departing on the accident flight at approximately 0730. The ranch owner did not see or hear the accident.
A witness reported that the helicopter was rounding up stray cattle less than 1/4 mile from his residence. He had been listening to the helicopter, and its engine sounded normal. He heard a "loud boom," and the power went out at his house. A hill blocked his view of the accident site. He drove to the site and found the downed helicopter.
Another witness reported hearing the helicopter working in the area and then suddenly a "loud bang, like a shotgun going off." She then heard the engine "sputtering a couple of times. Then it was quiet." She drove to the scene and observed the helicopter on its side with a downed power transmission wire nearby.
Personnel Information
The pilot, age 61, held a commercial pilot certificate with a rotorcraft helicopter rating. He held a second-class medical certificate dated April 22, 2009, with the limitation that he must wear corrective lenses. On the application for this certificate, he reported 3,200 hours total flight time with 700 hours flown in the past 6 months. His flight logbook was not available for examination.
Aircraft Information
The 2007 model Robinson R22 Beta helicopter, serial number 4143, was leased to the pilot. Its maximum takeoff gross weight was 1,370 pounds. It was powered by a Lycoming O-360-J2A engine with a maximum takeoff rating of 145 horsepower at sea level. The most recent annual inspection was completed on December 17, 2008, at a total airframe time of 549.1 hours. At the time of the accident, the helicopter had accumulated 620.3 total airframe hours. Maintenance records were not available.
Meteorological Information
At 0953, the reported weather at Deer Valley, Arizona (elevation 1,478 feet, about 25 nautical miles southeast of the accident site), included winds from 140 degrees at 7 knots, visibility 10 miles, clear skies, temperature 27°C, dew point 4°C, and altimeter setting 29.88 inches. Calculated density altitude at the accident site was 4,304 feet. A deputy with the Yavapai County Sheriff's Office reported that upon arriving on scene at about 1219, the weather was "clear and warm with some cloudiness and the temperature was in the upper seventies."
Wreckage and Impact Information
The helicopter was found in rugged, mountainous terrain at elevation 2,302 feet, approximately 30 nautical miles northwest of Phoenix, Arizona, near Morristown. The terrain was sparsely covered with brush 6 to 14 feet high and scattered Saguaro cactus up to 50 feet high. Downed power lines, wreckage debris, and aerial photographs indicated the helicopter's flight path was 320-340 degrees at impact. FAA inspectors reported that the helicopter came to rest on its right side. Both windshields were shattered, and the right side of the fuselage was crushed. The aft portion of the tail boom was separated from the fuselage and segmented into three pieces. The tail cone and tail rotor blades were found about 75 feet from the fuselage.
Both main rotor blades sustained impact damage to their leading and trailing edges. Both blades were bent down 20-25 degrees near the root, and one was bent down 80 degrees about 4 feet from the tip. One blade had blue transfer marks matching the fuselage paint, and the other had red transfer marks matching the "Danger" decal on the tail cone.
A row of evenly spaced wire strike marks, 2-4 inches long with about 1-inch spacing, was found on the left side of the nose and chin. The leading edge of the left landing gear strut exhibited wire contact marks with varying spacing. The left skid tube was scuffed on its upper surface forward of the forward strut. No evidence of preimpact mechanical discrepancies was found. There was no postimpact fire.
Medical and Pathological Information
An autopsy conducted by the Yavapai County Office of the Medical Examiner reported the cause of death as multiple blunt force injuries. Toxicology tests detected desmethylvenlafaxine (2.344 ug/ml), methylphenidate (0.984 ug/ml), and venlafaxine (0.633 ug/ml) in pleural blood. Methylphenidate is a stimulant commonly known as Ritalin; venlafaxine is an antidepressant (Effexor); desmethylvenlafaxine is a metabolite.
Review of the pilot's FAA medical records indicated that his initial application for a medical certificate on June 8, 2005, noted the use of methylphenidate. A letter from his psychiatrist stated that the medication was initiated for "mild inattentiveness," was not necessary for normal function, and had been discontinued on June 9, 2005. A neuropsychological evaluation on February 14, 2006, was normal, and the pilot was issued a medical certificate on May 17, 2006, with a notation prohibiting operation of aircraft if new symptoms or adverse changes occur or if medication or treatment is required. His most recent application on April 22, 2009, did not note any medical conditions or medication use.
Tests and Research
On July 2, 2009, an NTSB investigator, an FAA inspector, and a Robinson Helicopter company investigator examined the helicopter at a salvage yard. The engine could be rotated by hand, and all cylinders had good thumb suction and compression. The engine was started; oil pressure was 55 psi. A magneto ground check showed typical drop on the right magneto and more than typical drop on the left, attributed to damaged spark plug wires.
The oil cooler had evenly spaced indentations matching the starter ring gear teeth. Score marks on the upper sheave and a scuff mark on the clutch actuator indicated, according to the Robinson investigator, that the engine was not rotating at impact. The auxiliary fuel tank was compromised, and its fuel cap was separated. The main fuel tank sustained minor damage, and its cap was secure. Both tanks were empty. The vent system, finger screens, and fuel lines were clear. The gascolator bowl was half full of 100 LL Avgas with no water, and there was a small amount of sediment. The carburetor float bowl was empty; its finger screen was clear. Witnesses reported liquid resembling fuel dripping from the helicopter.