History of Flight
On October 27, 2012, about 1410 mountain standard time, a Robinson R-22 Mariner helicopter, registration N2627M, was substantially damaged when it struck the surface of Lake Havasu, Arizona. The flight was a commercial photography operation under Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed.
The helicopter was temporarily based at Boulder City Municipal Airport, Nevada. Both occupants were employees of a Florida-based company that photographed boats in motion and marketed the images via its website, Boatpix.com. The co-pilot served as the photographer while also learning company procedures and occasionally flying the helicopter.
Typically, the crew did not coordinate with boat operators beforehand; they patrolled and photographed all operating boats as targets of opportunity. The usual procedure involved flying low and slow parallel to a target boat, passing it, executing a 180-degree turn around the bow, then proceeding to the next boat.
On the accident day, the crew flew from Boulder City to Lake Havasu, photographed boats, landed at Lake Havasu Airport (HII) for refueling and lunch, and departed for another photographic flight. The pilot occupied the left seat and the co-pilot the right seat; they alternated flying to the patrol site. Once near the area, the pilot took over, and they began photography. After a photo pass on one boat, the helicopter climbed to about 50 feet above the water for a right course reversal, as per normal procedures. Near the turn's completion, the pilot began a descent for the next pass but could not arrest the descent with power and collective pitch, resulting in water impact.
A law enforcement officer reported that an eyewitness saw the main rotor blade strike the water while the helicopter was in a right turn with floats about 3 feet above the water. No written follow-up or witness contact information was provided.
After water impact, the helicopter inverted. Both crew members exited the submerged cockpit through their respective doors and were rescued by a nearby boat. The helicopter was recovered to shore by a commercial salvage operator.
Personnel Information
The pilot held a flight instructor certificate for helicopters and reported about 1,009 total flight hours, including approximately 938 hours in helicopters, of which about 850 were in the R-22. His most recent flight review was completed in January 2012, and his most recent FAA second-class medical certificate was issued in May 2012.
The co-pilot held a private pilot certificate, qualified in the R-22, and reported about 227 total flight hours, all in helicopters, with about 219 hours in the R-22. His most recent flight review was completed in July 2011, and his most recent FAA first-class medical certificate was issued in December 2011.
Initially, both crew members identified the co-pilot as a passenger, but subsequent written information identified him as co-pilot and trainee.
Aircraft Information
The helicopter was manufactured in 1988 and equipped with a Lycoming O-320 series engine. Flotation devices served as landing gear. Both cockpit doors were removed for photo operations. The helicopter had accumulated 5,750 total hours; the engine had the same time since new, with 46 hours since its most recent inspection and 1,762 hours since its most recent overhaul. The helicopter was about 71 pounds below its maximum certificated gross weight of 1,370 pounds.
Meteorological Information
A weather observation at Needles Airport (EED), about 17 miles northwest of the accident site, at 1356 reported wind from 030 degrees at 15 knots, visibility 10 miles, clear skies, temperature 28°C, dew point -8°C, and altimeter setting 29.93 inches of mercury. The pilot reported variable wind direction, speed of 12 knots with 5-knot gusts, and clear air turbulence with light chop. The reported conditions yielded an approximate density altitude of 2,700 feet.
Wreckage and Impact Information
Most of the helicopter was recovered by a commercial marine recovery operator. One float separated during the accident. The tail boom was not recovered; its fracture-separation at the tail-boom and fuselage juncture was consistent with water impact. Cockpit transparencies were fracture-separated, but the cockpit was otherwise intact except for minor frame damage. Both main rotor blades showed damage consistent with powered rotation at impact. FAA and NTSB representatives did not examine the wreckage in person. No pre-impact mechanical failures were reported or observed in photographs.
Additional Information
The FAA Helicopter Flying Handbook describes vortex ring state (settling with power) as an aerodynamic condition where a helicopter may descend vertically with up to maximum engine power applied and little cyclic authority. It may be entered during maneuvers with high upflow and low forward airspeed, such as near-vertical descents of at least 300 feet per minute at horizontal speeds slower than effective translational lift. Susceptibility increases with higher gross weight and density altitude. Recovery involves increasing forward speed and/or partially lowering collective pitch.
Robinson Helicopter Safety Notice SN-34, issued in March 1999 and revised in April 2009, addresses the very high risk of aerial survey and photo flights. It notes that low-time pilots may lose track of airspeed and wind conditions, leading to settling, and that inexperienced pilots may raise the collective, reducing RPM and increasing descent rate.
The Pilot's Operating Handbook includes a height-velocity chart that shows regions where successful autorotation is unlikely. The chart is a guide, not a limitation. Insufficient information was available to determine which region the helicopter was in before the accident.