Accident Details
On May 23, 2014, at about 1030 Pacific daylight time, a Robinson R22 helicopter, registration N4081H, collided with overhead distribution power lines and terrain while maneuvering west of Santa Paula Airport (SZP) in Santa Paula, California. The helicopter was operated as a personal flight under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Oxnard Airport (OXR) at about 0930 after refueling with 15.8 gallons of 100LL fuel. The pilot was building time toward a rotorcraft commercial rating.
A witness near the accident site observed the helicopter flying northeast below the tree line, descending over a riverbed. The helicopter sounded normal but unusually loud due to its proximity. Shortly after losing sight, she heard two loud pops.
Local law enforcement reported that three phase overhead distribution power lines, supported by two wooden H-frame pole assemblies about 1,000 feet apart and approximately 80 feet above the dry river bed, were separated directly over the accident site. Separated lines were found in surrounding vegetation. Small spot fires ignited by downed wires near the northern H-frame were quickly extinguished by the fire department.
Pilot Information
The 42-year-old pilot held a commercial certificate with airplane single-engine land, single-engine sea, multi-engine land, rotorcraft, and instrument ratings. A second-class medical certificate was issued on March 2, 2011, with no limitations. The pilot reported 4,628 total flight hours and 56 hours in rotorcraft on his most recent medical application. He received his Private-Rotorcraft rating on May 2, 2014; the accident flight was his second flight since that rating. According to his logbook, he had completed ground school and training and was endorsed to fly the R-22 under SFAR-73 in February 2014.
An autopsy conducted by the County of Ventura on May 27, 2014, determined the cause of death as blunt force trauma. Toxicological testing by the FAA's Civil Aeromedical Institute was negative for carbon monoxide, cyanide, volatiles, and drugs.
Aircraft Information
The two-seat helicopter, serial number 1927, was manufactured in 1991. It had a total airframe time of 4,322 hours at the last 100-hour inspection on March 29, 2014. The Hobbs meter read 4,375 hours at the accident site. The engine was a Lycoming O-320-B2C, serial number L-17962-39A, rated at 160 horsepower, with 4,322 hours total time and 122 hours since major overhaul at the last inspection.
Meteorological Information
Automated weather observations from Camarillo Airport (CMA) at 0955 recorded wind from 200 degrees at 7 knots, visibility 10 statute miles, clear sky, temperature 18°C, dew point 12°C, and altimeter 30.01 inHg. At 1055, conditions were wind 240 degrees at 9 knots, visibility 10 statute miles, clear sky, temperature 19°C, dew point 12°C, and altimeter 30.03 inHg.
Communications
No VFR flight plan was filed, and no ATC communications took place.
Airport Information
Santa Paula Airport is a public uncontrolled airport at an elevation of 243 feet, with asphalt runway 04/22 measuring 2,713 by 60 feet. The airport's website includes traffic pattern diagrams and helo arrival/departure routes over the paralleling riverbed, with cautions about power lines over the riverbed west of the airport. The airport directory notes: "Be alert to wires crossing over river bed adjacent to rwy 04/22. Locations: 1.5 miles & 3.5 miles sw apch end rwy 04. Also, 1,500 ft and 2.5 miles NE apch end of rwy 22."
Wreckage and Impact Information
The helicopter collided with power lines and terrain on a heading of about 60 degrees magnetic. The debris path was oriented about 58 degrees magnetic and approximately 170 feet long. A section of power line was found about 90 feet from where lines crossed the river bed. About 40 feet farther, the first identified point of contact (FIPC) with the ground showed disturbances in sand and rocks, 2–3 feet long and 3–5 inches deep. Pieces of the right navigation light lens and right door, a pitch change linkage, and a compass were found at the FIPC. The main wreckage lay about 35 feet farther on its right side, heading about 65 degrees magnetic. The tailboom was partially separated and buckled near the fuselage, resting forward at about 335 degrees. The tail rotor assembly, vertical and horizontal stabilizers, and stinger were undamaged. Main rotors remained attached; the forward blade had cable strike marks on the top side, and the aft blade was bent 90 degrees with about 4 feet of tip missing, showing cable strikes, gouging, and an electrical arc mark on the trailing edge. Swash plate linkages were damaged; the mast shroud near the swash plate had cable strike marks. The engine remained attached; impact damage was noted on the induction box and fan shroud. The oil cooler had impact marks from the starter ring gear showing evidence of rotation during contact. The belt tensioner motor separated; both drive belts were unseated. The instrument panel and forward right skid section were found between the FIPC and main wreckage. A large right skid section was north of the debris field. Remaining landing gear was separated but entangled with the fuselage. A landing gear attachment and droop stop tusk section were found south of the debris field. Plexiglas sections were found throughout. The battery box, battery, and antenna were farther down the debris field.
Examination of cable separations revealed blue colored paint transfer on the third (most easterly) line.
The helicopter was recovered to Air Transport in Phoenix, Arizona for further examination.
Follow-up Examination
On June 5, 2014, at Air Transport in Phoenix, an examination by a Robinson Helicopter Company representative under NTSB supervision found no evidence of any preexisting mechanical malfunction that would have precluded normal operation.