History of Flight
On October 14, 2009, approximately 0450 central daylight time, a Robinson Helicopter R22 Beta, N3234G, operated by a non-instrument rated private pilot, was destroyed when it impacted terrain near Tahlequah, Oklahoma. A post-impact fire ensued. Night instrument meteorological conditions prevailed at the time of the accident. The personal flight was conducted under Title 14 Code of Federal Regulations Part 91 without a flight plan. The flight departed the pilot's private residence approximately 0445 and was en route to Tahlequah Municipal Airport (KTQH).
According to family and friends, the pilot had been up all night watching movies. The pilot intended to fly to KTQH to meet a friend, hangar his helicopter, and go hunting. The helicopter never arrived. Family members of the passenger filed a missing persons report on the afternoon of October 15, 2009. The wreckage was located from the air the morning of October 16, 2009.
Personnel Information
The pilot, age 26, held a private pilot certificate with a rotorcraft helicopter rating issued on July 31, 2009. He was issued a Third Class Airman Medical and Student Pilot certificate on April 28, 2008, with no limitations. The pilot’s flight log was not located in the wreckage, and his family was unaware of its location. At the time of his medical application, he reported 21 total flight hours. At his private pilot certificate application, he reported 85 total flight hours, all in the Robinson R22, including 3.5 hours of night instruction and zero hours of instrument training.
A review of FAA records revealed a letter of investigation sent to the pilot on September 2, 2009, alleging false or fraudulent information on his medical certificate application and failure to report a motor vehicle action within 60 days, referencing three alcohol-related motor vehicle actions from 2003, 2004, and 2009. The pilot had not responded to the letter, and the FAA was initiating an enforcement action review when the accident occurred.
Aircraft Information
The accident helicopter, a Robinson Helicopter R22 Beta (serial number 4114), was manufactured in 2007. It was registered to Trevor Noble, Terry Noble, and Robert Koudelka. The original maintenance records were not in the wreckage. A mechanic with Sevier County Choppers provided copies of maintenance entries; the most recent was a 100-hour inspection completed on July 27, 2009, at an aircraft total time of 1,542.7 hours.
Meteorological Information
Infrared satellite imagery showed clouds directly over the accident site. Doppler weather radar depicted no precipitation returns in the accident area at the time. The National Weather Service had issued AIRMET Sierra for instrument flight rules and mountain obscuration, forecasting ceilings below 1,000 feet, visibility below three miles, and precipitation including mist. The aviation area forecast for Oklahoma predicted overcast conditions at 1,500 feet with visibility between three and five miles restricted by mist.
The closest official weather observation station was Tahlequah Municipal Airport (KTQH), three nautical miles north of the accident site. A METAR at 0432 reported wind calm, visibility five miles, sky condition overcast at 400 feet, temperature 13°C, dew point -12°C, altimeter 30.00 inHg. The next closest station, Davis Field Airport (KMKO), 22 nm southwest, reported at 0453 winds 350° at seven knots, visibility 10 miles, overcast at 400 feet.
Witnesses near the departure location reported cold, low overcast skies with limited visibility due to light rain and mist. One witness stated she could see stars, commenting that weather was often good at her house but poor elsewhere. There was no record that the pilot obtained an approved weather briefing.
Wreckage and Impact Information
The accident scene was adjacent to a small running stream about half a mile from Hawkins Mountain, in open terrain vegetated with grass at an elevation of 800 feet msl. The helicopter impacted on a magnetic heading of 105 degrees. Two adjacent ground scars were identified as the initial point of impact: a left scar consistent with a main rotor strike, and a right scar with portions of the right skid embedded.
A debris field contained Plexiglas, cross tubes, engine components, torn metal, seat cushions, door fragments, instrument panel fragments, and personal effects. A second and third ground scar were located further east. The main wreckage came to rest on its right side, charred and partially consumed by fire. Both fuel tanks were crushed and compromised. The tail boom was crushed and bent downward, with a separation along a rivet line. The main rotor blades were bent and torn. Flight controls exhibited multiple separation points from fire and impact damage; the collective was down.
The engine was removed for examination. It rotated freely, gear train continuity was noted, tactile compression on all cylinders, and valve and rocker arm movement observed. Cylinders exhibited normal signs of operation. Both magnetos produced spark. Fuel and oil screens were free of contaminants. Examination of caution panel bulbs revealed normal signatures; the clutch bulb was stretched, consistent with impact dynamics according to Robinson Helicopter.
Medical and Pathological Information
The Office of the Chief Medical Examiner performed an autopsy on October 17, 2009. The autopsy concluded the cause of death as "internal injuries due to blunt force trauma." Toxicological testing detected multiple substances, including Acetaminophen, Amphetamine, Doxylamine, Methamphetamine, Norpropoxyphene, Propoxyphene, Dextromethorphan, and Dextrorphan in blood and liver tissue. A review of dental records indicated the pilot was prescribed propoxyphene and acetaminophen for pain following a tooth extraction and repair the day prior to the accident. The pilot’s medical application indicated “No” to questions about medication use and medical history items.
Additional Information
Title 14 CFR Part 61.15 required pilots to report motor vehicle actions involving drugs or alcohol within 60 days. Part 67.403 prohibits false statements on medical certificate applications. The Robinson R22 Pilot Operating Handbook states that night VFR operations are permitted only when visual reference can be maintained due to ground or celestial illumination; flight by reference to instruments is not approved.