History of Flight
On July 9, 2011, about 0927 eastern daylight time, a Robinson R44 II, N42333, sustained substantial damage after impacting trees and terrain near Rising Sun, Indiana. The pilot, who was the sole occupant and owner-operator, was fatally injured. The flight was conducted under 14 CFR Part 91 as a personal cross-country trip. It departed from Georgetown Scott County Airport (27K) in Georgetown, Kentucky, about 0900, en route to Anderson Municipal Airport (AID) in Anderson, Indiana. Visual meteorological conditions prevailed, and no flight plan was filed.
About 0911, the pilot contacted Cincinnati (CVG) approach control for clearance through Class B airspace and VFR radar service to AID. The controller assigned squawk 0432 and advised radar contact 25 miles south of CVG at 0912. The pilot stated he was proceeding direct to AID on a 339-degree course. Around 0919, the pilot reported needing to descend because he was "getting into too many clouds." The controller approved a VFR descent to maintain VFR at or below 2,000 feet. Radar data showed the last target at about 0924. At 0925, the controller advised "radar services lost." About 0929, a commercial airliner reported receiving a beacon on guard (emergency frequency 121.5).
Radar track data indicated the helicopter flew northwest until crossing an area with a 650-foot-tall smoke stack located about 12.5 nautical miles from CVG on a 226-degree bearing. The helicopter then turned about 90 degrees to the west. Radar showed altitude variations between 1,100 and 1,300 feet above ground level, and it appeared the helicopter was in a right turn before impact. The helicopter struck trees on top of a ridgeline about 2 nm from the smoke stack and 0.3 miles west of the Ohio River. The ridgeline elevation was about 700 feet.
Personnel Information
The 60-year-old pilot held a private pilot certificate with a helicopter rating. He had about 575 total flight hours, including 42 hours in the accident helicopter make and model. A third-class medical certificate was issued in July 2010 with a limitation for corrective lenses.
Aircraft Information
The helicopter was a Robinson R44 II, serial number 12601, manufactured in 2010. Its maximum gross weight was 2,500 pounds, seating four. It was powered by a 260-horsepower Lycoming IO-540-AE1A5 engine. The last annual inspection was on May 3, 2011, at total airframe and engine time of 493.4 hours. At the accident, the helicopter had 517.4 hours, having flown 24 hours since the inspection.
Meteorological Information
The 0913 surface observation at Cincinnati/Northern Kentucky International Airport (CVG), about 13 nautical miles northeast of the accident site, reported: wind 090 degrees at 6 knots; visibility 4 miles in haze; scattered clouds at 1,100 feet; temperature 24°C, dew point 21°C; altimeter 29.99 inches of mercury. Witnesses near the accident site reported dense ground fog along the river and on the ridgeline at the time of the accident.
Wreckage and Impact Information
The helicopter impacted trees near the top of a ridge on a 325-degree magnetic heading. The debris path covered about 333 feet. At the initial impact point, vertical and horizontal stabilizers were stuck in a tree. Numerous tail rotor and tail boom parts were found near the initial impact. The main wreckage—including fuselage, cockpit, engine, main rotor, and forward tailboom—was located 261 feet downslope. The instrument panel was 333 feet from the initial impact, near the end of the debris field. There was no postimpact ground fire.
Examination at the Rising Sun Fire Department revealed drive train continuity from engine to transmission, main rotor, tail rotor flex plate couplings, and tail rotor gearbox. Flight control continuity from cockpit to main and tail rotor was not established due to extensive impact damage; all separations were consistent with overload failures. Impact signatures consistent with rotation were seen on the lower sheave, V-belts, upper sheave, clutch, and flex plate assemblies. The tail rotor drive shaft was twisted. Main rotor blades were extensively damaged and broken. Both tail rotor blades separated from the blade hub yokes, with one showing aft crushing of the leading edge.
Engine control continuity from cockpit to engine was verified. The engine could be rotated by hand, with crankshaft and camshaft continuity and normal valve train operation. Accessory section gears rotated. All cylinders inspected with a lighted borescope showed no defects. Spark plugs, fuel injector, engine-driven fuel pump, fuel flow divider, magnetos, and oil system had no preimpact anomalies.
Medical and Pathological Information
An autopsy conducted July 10, 2011, at Dearborn County Hospital, Lawrenceburg, Indiana, listed the cause of death as "multiple blunt force injuries." A Forensic Toxicology Fatal Accident Report by the FAA Civil Aerospace Medical Institute was negative for all substances tested.