History of Flight
On April 14, 2012, at about 1840 eastern daylight time, a Robinson R22 helicopter, registration N1152W, sustained substantial damage following a loss of control and subsequent uncontrolled descent while approaching South Meadows Heliport (CT73) in Farmington, Connecticut. The private pilot and a passenger were seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which originated from Chester Airport (SNC) in Chester, Connecticut, around 1740, with the intended destination of CT73. The flight was conducted under 14 Code of Federal Regulations Part 91.
According to the pilot, the helicopter departed SNC after being serviced with 17 gallons of fuel. He completed a scenic flight lasting approximately one hour before returning for landing at CT73. The heliport was a small paved pad on the east side of a large open field, surrounded by tall trees.
The pilot stated that the approach was from the southeast on a northwesterly heading, and the windsock indicated a wind direction opposite to the helicopter's flight path. He initiated a turn to enter the landing area when he felt a bump in the tail rotor control pedals. He applied left pedal to compensate for a right yaw, and the helicopter immediately started to rotate at an increasing yaw rate with full left pedal applied. The rotation stopped when he pushed the collective control full down and applied aft cyclic. The helicopter then descended through the trees and collided with terrain.
A witness at the heliport heard the helicopter approach and described the sound as "all fine." She then reported that the sound changed, and she heard a loud bang.
Radar data showed that the helicopter approached from the southwest, orbited an airport 2 miles south of CT73, and approached the helipad from the south. The helicopter was in a shallow, descending left turn to the northwest at 90 knots groundspeed, about 1 mile south of CT73 when the radar track terminated. From that point, a right turn to the north was required to align with the landing zone. The helicopter descended vertically through trees to ground contact about one-half mile directly south of the helipad.
Pilot Information
The pilot held a commercial pilot certificate with a rating for lighter-than-air balloon and a private pilot certificate with a rating for rotorcraft-helicopter. His most recent FAA third-class medical certificate was issued on March 30, 2011. He reported 850 total hours of flight experience on that date. A review of his logbook revealed several incomplete entries but suggested 798 total hours of rotorcraft experience.
Aircraft Information
According to FAA and maintenance records, the helicopter was manufactured in 2006 and had accrued 1,825 total aircraft hours. Its most recent annual inspection was completed on August 24, 2011, at 1,801 total aircraft hours.
Meteorological Information
At 1853, the weather observation at Hartford-Brainard Airport (HFD), 9 miles east of the accident site, reported clear skies, temperature 19°C, dewpoint -3°C, and winds from 190° at 8 knots. At 1753, winds were from 190° at 7 knots, and at 1653, winds were from 170° at 7 knots gusting to 15 knots.
At 1853, the weather observation at Meriden Markham Municipal Airport, 13 miles south of the accident site, reported clear skies, temperature 18°C, dewpoint -2°C, and winds from 190° at 8 knots gusting to 16 knots. At 1753, winds were from 180° at 10 knots gusting to 17 knots.
Wreckage and Impact Information
FAA inspectors performed a preliminary examination of the helicopter at the accident site on the day of the accident. The examination revealed no pre-impact mechanical anomalies. The helicopter was removed from the site, and a detailed examination of the wreckage was scheduled.
On May 2, 2012, an NTSB investigator performed a detailed examination. The tail rotor output shaft was separated at the gear box but remained attached by the control arm. The fracture surfaces at the gearbox separation were consistent with overload fracture. Control continuity was established from the cockpit to the main and tail rotors. One main rotor pitch-change link was fractured due to overload. The tail rotor push/pull tube was separated at the tailcone separation point.
The engine was rotated by hand at the cooling fan, and continuity was confirmed through the powertrain and valvetrain to the accessory section. Compression was confirmed using the thumb method.
The main fuel tank was compromised by impact, but continuity of the fuel system was confirmed throughout.