History of Flight
On February 19, 2012, at about 1845 Pacific standard time, a Beech 35-A33 airplane (registration N433JC) and a Robinson R22 Beta helicopter (registration N7508Y) collided midair near Antioch, California. The airplane was operated by a private pilot as a local flight under 14 CFR Part 91. The helicopter was registered to Spitzer Helicopter Leasing Company and operated by a commercial pilot as a solo cross-country flight in preparation for a helicopter rating, also under Part 91. None of the aircraft occupants were injured. Night visual meteorological conditions prevailed; neither aircraft filed a flight plan.
The helicopter departed Hayward Executive Airport about 1815, receiving flight following, with a planned destination of Sacramento Executive Airport. The airplane departed Byron Airport about 1835.
The airplane pilot reported an uneventful preflight inspection with all lights operational. After departure, they climbed to 2,500 feet msl on a west heading. The pilot pointed out a power station, then discussed distant aircraft lights. Seconds later, they felt a collision. Neither occupant saw another aircraft before impact. The airplane began to shudder and roll right; the pilot saw a hole and tubing in the right wing leading edge. He regained control, climbed left to 3,000 feet, and returned to Byron Airport. En route, he contacted NORCAL, who said he had struck a helicopter. During final approach, propeller speed decreased, altitude could not be maintained, and the airplane landed hard in a field short of the runway.
The helicopter pilot departed Hayward, following highways toward Sacramento. She contacted NORCAL for flight following after reaching Dublin and received a transponder code. Over Concord, she was transferred to Travis Air Force Base Radar Approach Control. She received a traffic advisory and turned on landing lights. About 1840, she initiated a left turn north. A short time later, she saw an airplane silhouette at her 4 o'clock position. She maneuvered left and felt the helicopter struck. She performed a precautionary landing, selecting a road near the highway. Between 50 and 75 feet agl, she raised the collective, the helicopter landed hard, and rolled onto its left side.
Radar and Audio Information
Radar and audio data reviewed by an NTSB Air Traffic Control Specialist showed that the helicopter pilot initially contacted NORCAL about 1821 with call sign issues. At 1832, she contacted Travis approach; call sign confusion occurred until resolved. At 1838, the controller gave a traffic advisory for a twin Cessna. At about 1840, a radar target later identified as N433JC appeared 11 miles southeast of the helicopter, transmitting beacon code 1200 with an indicated mode C altitude of 1,200 feet. The aircraft was not in communication with ATC.
At 1842, the controller asked the helicopter how much further east she would fly; she responded. The controller then advised of traffic at 1 o'clock, 6 miles northbound, altitude 2,600 feet. Fifty seconds later, the controller said the target was turning northwest at 4 miles; the pilot said she was turning north. Over the next 73 seconds, the controller communicated with other aircraft. Audio revealed a beeping sound consistent with an automatic conflict alert. Radar playback showed the controller was receiving a visual alert. The Travis assist controller received a call from NORCAL about the proximity. Radar indicated the helicopter and N433JC were at the same altitude (2,600 feet) within 1 mile closing. The controller transmitted a traffic advisory, and seconds later the targets merged. The helicopter pilot transmitted "MAYDAY MAYDAY HELICOPTER GOING DOWN."
Helicopter mode C altitude varied between 2,600 and 3,300 feet during flight following. No other targets were in close proximity before the collision.
Interpretation of voice recordings indicated that background noise caused the helicopter pilot's call sign suffix "yankee" to sometimes sound like "whiskey."
Postaccident Examinations
Examination of the airplane revealed a forward portion of the helicopter's right skid lodged in the leading edge of the right wing. A 6-inch section of one propeller blade tip was missing; the spinner sustained crush damage and black paint transfer. During the forced landing, the airplane sustained substantial damage to wingtips, firewall, and fuselage aft of the left wing trailing edge.
The helicopter sustained damage limited to the forward right skid and center section of the left skid (not recovered). The helicopter was not prevented from normal flight by collision damage. It rolled over during landing, most likely due to separated landing gear skids. The tailcone separated and the forward cabin struck the ground. The landing light switch was in the OFF position; the lamp was operational. The rear (white) and right (green) navigation lamps illuminated; the left (red) lamp did not light, with its filament broken at both posts.
Additional Information
The source includes excerpts from FAA Order JO7110.65U regarding ATC service, duty priority, safety alerts, and emphasis for clarity. No probable cause was stated in the source.