History of Flight
On February 8, 2014, about 1945 eastern standard time, a Robinson R44 II, registration N571AC, was substantially damaged when it impacted trees after takeoff from Wakulla County Airport (2J0), Panacea, Florida. The private pilot and one passenger were fatally injured, and another passenger sustained serious injuries. The helicopter was registered to Capital Helicopters, LLC, and operated by a flight school. Night visual meteorological conditions prevailed, and no flight plan was filed. The flight was destined for Tallahassee Regional Airport (TLH), Tallahassee, Florida, and conducted under 14 CFR Part 91 as a personal flight.
According to the surviving passenger, the pilot planned to fly three passengers to 2J0 for dinner and return directly to TLH, a common flight. On the day of the accident, a fourth occupant became ill and stayed home. The pilot and two passengers departed TLH about 1720 bound for 2J0, flying a scenic route along the waterfront. They landed at the north end of the airport. After dinner, about 1935, they were driven to the airport, about 1 mile north of the restaurant. Following a preflight inspection, the pilot started the helicopter and announced his position and intentions over the common traffic advisory frequency. The surviving passenger heard the pilot say "here we go," and seconds later they impacted trees and came to rest inverted in shallow water.
Two witnesses observed the helicopter prior to the accident. One recalled seeing it parked at the end of runway 36 earlier that day with the tail facing north. Witnesses interviewed separately described lighting conditions as "dark" or "very dark" and overcast. The surviving passenger recalled a "thin misty fog." A witness about 1 mile south described a dark night, overcast, with no fog, and noted the accident site was very dark with no lights from the sky, airport, or street reaching it.
The surviving passenger stated that the pilot had requested she sit in the left rear seat to "even out the weight and balance." A few seconds after takeoff, she observed trees ahead and called out to the pilot prior to impact. She also remarked that the pilot was "probably trying to fly the fastest route home" as he was intent on returning to his daughter.
An employee at the restaurant reported the group arrived about 1815. According to a receipt, none consumed alcoholic beverages. The customers paid promptly and exited. The restaurant owner drove them to the airport.
Personnel Information
The pilot, age 49, held a private pilot certificate with a rotorcraft-helicopter rating. His most recent FAA second-class medical certificate was issued April 5, 2012, with the limitation "must wear corrective lenses for near and distant vision." He did not possess an instrument rating. He obtained most of his flight training through Tallahassee Helicopters and continued to rent helicopters from the flight school after receiving his certificate in 2012. According to his logbook, as of February 1, 2014, he had accumulated 334.8 total flight hours, 309 hours in helicopters, including at least 189.2 hours in the accident make and model. He had 22.6 total hours of night flight experience and only one hour of night experience in the preceding 11 months.
Aircraft Information
The accident helicopter was based at TLH and operated by Tallahassee Helicopters. It was manufactured in 2005, powered by a Lycoming IO-540-AE1A5 245 hp engine, with a two-blade main rotor system. Its most recent 100-hour inspection was completed on November 15, 2013, at 946.4 hours total time in service (TTIS). At the accident, it had 997.3 TTIS.
Meteorological Information
Weather observations from TLH, about 24 nautical miles from the accident site, at 0053 recorded calm wind, visibility 10 statute miles, clear skies, temperature 11°C, dew point 8°C, altimeter 30.15 inHg. A National Weather Service representative noted no closer weather reporting facilities. Sunset occurred at 1820, civil twilight ended at 1845. Moon rise was at 1320, transit at 2019, set at 0320 the following day, with about 68% of the moon disc illuminated.
Airport Information
Wakulla County Airport (2J0) is located in Panacea, Florida. The helicopter departed from the north end of the airport.
Wreckage and Impact Information
The accident site was in a marsh bordered by trees about 350 feet from the departure point. Initial impact was identified by damaged tree limbs about 50 feet above ground, about 25 feet from the final resting location. The wreckage path oriented about 340 degrees magnetic. The main wreckage was inverted in water on a northerly heading. A middle wire of a three-strand power line was severed and repaired before NTSB investigators arrived. There was no pre- or post-impact fire.
Wreckage examination revealed the tailboom attached to the fuselage, severed about three feet from the tail rotor section. The severed tail section included the tailboom, horizontal stabilizer, upper and lower vertical stabilizers, and tail rotor. The forward 10-foot section of the tailboom was canted left. Both tail rotor blades had no visible damage and remained attached. The main rotor mast was impact-separated. Main rotor blades designated A and B showed bending and damage. The drive belts were broken with no signs of rolling. Main rotor gearbox was detached and broken.
Examination of the flight control system revealed separations consistent with overload. Control continuity was established. All separations in the tail rotor driveshaft were consistent with bending overload. Main and tail rotor gearbox continuity was confirmed. Fuel bladder tanks were separated; fuel caps attached. Fuel line continuity confirmed. Engine remained mounted; crankshaft rotated by hand with valve-train continuity and thumb compression on all cylinders. Both magnetos produced spark. Spark plugs were inspected except cylinder No. 6 top; electrodes intact with normal combustion signatures except cylinder No. 5 top which was oil fouled. Borescope examination revealed no abnormalities. No evidence of preimpact mechanical malfunctions was found.
Additional Information
A 72-hour history constructed from interviews with the pilot's daughter and girlfriend indicated no abnormalities in behavior or sleep patterns. The pilot's Handbook of Aeronautical Knowledge notes that rods take about 30 minutes to adapt to darkness, and a bright light can destroy night adaptation. The Robinson R-44 Pilot's Operating Handbook states orientation during night flight must be maintained by visual reference to ground objects illuminated solely by ground lights or adequate celestial illumination. The investigation revealed no lights to illuminate the trees struck. The Florida Department of Transportation installed a light at the northwestern end of the airport in March 2015 to illuminate the affected trees.
Medical and Pathological Information
An autopsy on the pilot listed cause of death as "multiple blunt force trauma." FAA toxicology testing detected no carbon monoxide or ethanol. Detected substances included Citalopram (0.398 ug/mL) and n-desmethylcitalopram (0.533 ug/mL) in blood; unquantified amounts of desmethylsildenafil, dextromethorphan, dextrorphan, and pramipexole in blood and liver. Citalopram is an antidepressant; dextromethorphan is a cough suppressant. The pilot's medical history included pramipexole use since 2006, a drug associated with risks including falling asleep during daily activities. On April 5, 2012, he reported Zocor, Trilipix, and Mirapex (pramipexole) on his medical application. His Aviation Medical Examiner noted it as "previously reported" and issued a second-class medical certificate.