History of Flight
On May 24, 2013, at approximately 1800 central daylight time, a Robinson R44 II helicopter, registration N569BC, collided with a powerline near Cross Timbers, Missouri. The commercial pilot and passenger were fatally injured, and the helicopter was destroyed. The helicopter was registered to Lucas Oil Products, Inc. and operated under 14 Code of Federal Regulations Part 91 as a corporate flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Lucas Oil Speedway in Wheatland, Missouri, about 1730.
According to the Federal Aviation Administration and the pilot's landing zone marshal, the helicopter departed the speedway to provide an aerial tour for the passenger and did not return as expected. A local search began about 2100, and the wreckage was discovered from the air about 0130 the following day in a densely wooded area.
A witness near the accident scene reported observing the helicopter flying overhead, then appearing to land in a nearby field. The witness noted that the engine did not sound normal while the helicopter was overhead but stated he was not familiar with helicopter engines. Shortly after, the helicopter appeared to lift off and level off, with nothing else unusual noticed.
Personnel Information
The pilot, aged 32, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, rotorcraft helicopter, and instrument airplane. He also held a flight instructor certificate for helicopter and instrument helicopter. He was issued a second-class medical certificate on June 5, 2012.
A review of the pilot's logbooks showed that as of May 19, 2013, he had accumulated 1,983.5 total flight hours, of which 1,054.5 hours were in the accident helicopter make and model, with 1,041.4 as pilot-in-command. He had 918.8 flight hours in the accident helicopter.
According to the pilot's ground marshal, the pilot preferred to fly at least 500 feet above clouds and no lower than 300 feet above ground when clouds were not a factor, and he would cruise at speeds suitable for passengers to take pictures.
Aircraft Information
The helicopter was a four-seat, single main rotor, single-engine Robinson R44 II, serial number 11349, manufactured in 2006. It was powered by a 260-horsepower Lycoming IO-540-AE1A5 engine, serial number L-31379-48A, with a maximum continuous rating of 245 horsepower. The helicopter was maintained under annual and 100-hour inspection plans. A 100-hour inspection was completed on March 13, 2013, at a total time of 1,219.6 hours.
Meteorological Information
The automated weather report from Camdenton Memorial Airport (KH21), about 30 miles east of the accident site, at 1755 reported wind from 110 degrees at 7 knots, visibility 10 miles, clear skies, temperature 72°F, dewpoint 41°F, and barometric pressure 30.24 inches of mercury.
Wreckage and Impact Information
A postaccident examination was conducted on May 26, 2013, by the National Transportation Safety Board, FAA inspectors, and a representative from the airframe manufacturer. The helicopter came to rest in a sparsely populated, densely wooded area of rolling terrain about 7 miles northeast of Lucas Oil Speedway. A postimpact fire consumed the fuselage and most of the tail boom. The main rotor, tail rotor, and tail rotor gearbox separated during the accident sequence.
The helicopter rested upright on a northerly heading. Impact damage was evident on nearby trees, and rotor blades, windscreen, and metal fragments were scattered along the wreckage path. The main wreckage area received thermal damage. The forward cabin was positioned where a second tree was located and was mostly consumed by fire; the aft cabin area and much of the tail boom were also fire-damaged.
A powerline with impact damage was found wrapped around the main rotor, with a section on the ground leading from a pole to the main wreckage. The powerline was suspended about 65 feet above ground at the pole.
Flight control continuity could not be established due to impact and thermal damage, but fractures were consistent with overload and thermal damage. All hardware and rod ends remained attached and accounted for. Rotational scoring was evident between the fixed and rotating swash plate.
Main rotor blades were fractured: blade A separated about 18 inches from the hub, blade B about 24 inches. Remaining spars were intact with impact damage. Leading edges showed chord-wise striations consistent with contacting the metal powerline. Tail rotor blades were separated at the root fittings and exhibited leading edge impact damage.
The main rotor transmission had overload fractures; the mast and upper case half came to rest beside the wreckage. The transmission case was melted. Continuity was confirmed from the main rotor ring gear to the drive shaft. The hub assembly remained attached.
The instrument panel was detached and damaged. The ignition switch was found in the left magneto position. Flight instruments provided no useful information. Warning light filaments showed no stretching indicative of illumination at impact.
The engine received impact and thermal damage, with case melting and cylinders separated. Accessories were melted away.
The helicopter was retro-fitted with main and auxiliary bladder fuel tanks. The tanks received thermal damage; only caps were recovered, and bladder material was evident. The smell of aviation gas was present beneath the tank area.
Medical and Pathological Information
An autopsy performed on the pilot on May 28, 2013, by Southwest Missouri Forensics reported the cause of death as cerebral anoxia secondary to hypoxemia due to aspiration of blood induced by blunt force trauma to the head and chest. The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Fatal Accident Report; results were negative for all screened substances.