History of Flight
On January 30, 2018, about 1350 Pacific standard time, a Robinson Helicopter R44, registration N7530R, was destroyed when it impacted houses near Newport Beach, California, shortly after takeoff. The private pilot and two of the three passengers sustained fatal injuries, one passenger sustained serious injuries, and one person on the ground sustained minor injuries. The helicopter was registered to Spitzer Helicopter and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from John Wayne-Orange County Airport (SNA), Santa Ana, California, about 1 minute before the accident, with an intended destination of Catalina Island, California.
The surviving passenger reported that the pilot and all passengers met at the pilot's office and planned to fly to Catalina Island for lunch. During the drive to the airport, the pilot received a phone call and appeared frustrated. The passenger asked if everything was ok; the pilot responded everything was fine and he wanted a different helicopter. Upon arrival, the pilot appeared to conduct a preflight inspection. The passenger recalled that the pilot did not ask about weights or assign seats. After boarding, the helicopter lifted, shimmied, hovered momentarily, then began a gradual climb. As it climbed steadily in a level attitude, it suddenly descended straight down nose first and impacted the ground. The passenger reported that the pilot said "something's wrong" and apologized before stating he could probably "save it."
Surveillance video showed the helicopter move forward in a nose-low attitude, lift off, rotate left, increase nose-low, yaw right, briefly level, then move out of view. The tailboom reappeared in an elevated attitude. The helicopter then appeared in a slight climbing left turn, nose-low, briefly descended to level, then climbed nose-low out of frame.
A witness reported the helicopter "going down quickly diagonally" before pulling the nose up and appearing to attempt an auto rotation. Another witness observed it on an easterly heading descending until impacting two houses, with no parts separating prior to impact.
FAA radar data showed the helicopter departed SNA on a southerly heading, turned left to southeasterly, climbed to 500 ft mean sea level (msl), and after 13 seconds descended from 500 ft to 200 ft msl in 11 seconds. The last radar return was above the initial impact area. No distress calls were recorded.
Personnel Information
The pilot held a private pilot certificate with a rotorcraft-helicopter rating and a third-class FAA medical certificate issued July 11, 2016, with no limitations. He reported 195 total flight hours, with 25 hours in the previous 6 months. His logbooks were not located.
Aircraft Information
The accident helicopter was a Robinson Helicopter R44, serial number 1295, powered by a 235-horsepower Lycoming O-540-F1B5 engine. The most recent 100-hour inspection was on December 7, 2017, at a Hobbs time of 568.6 hours and airframe total time of 6,966.3 hours. The last annual inspection was on June 1, 2017, at a Hobbs time of 383.9 hours. The helicopter was refueled with 15.8 gallons of 100 low-lead aviation fuel, topping off the main fuel tank only.
Using the basic empty weight, fuel load, and weights of occupants and baggage, the helicopter weighed about 2,476 lbs at takeoff with a longitudinal center of gravity (CG) of 93.42 inches. This exceeded the published maximum gross weight of 2,400 lbs and the CG was near the forward range in the R44 Pilot Operating Handbook.
Meteorological Information
At 1353, the SNA automated weather station reported wind from 210° at 5 knots, visibility 10 statute miles, few clouds at 13,000 ft agl, broken clouds at 18,000 ft agl, temperature 26°C, dew point -2°C, and altimeter 29.98 inches of mercury.
Wreckage and Impact Information
The helicopter impacted multiple residential structures and a street about 0.95 nm south-southeast of the departure end of runway 20R at SNA. Initial impact was on the roof of a single-story home. The tail rotor gearbox and one tail rotor blade were lodged in a hole on the roof; the empennage and opposing blade were between homes. Damage was also observed to a palm tree. Impact gouges and paint transfer marks were on the street. The helicopter came to rest on its left side against a home on a heading of about 189° magnetic, about 86 ft from the first impact point. Plexiglass, clay roofing, palm tree fragments, and portions of main rotor blades were found.
The empennage and aft tailcone were separated from the airframe; the empennage separated from the tailcone; the tail rotor gearbox separated from both. Skids were detached and folded. The forward tailcone was bent forward almost 180°.
Flight control continuity was established through overload fractures. The engine remained attached. Spark plugs were undamaged except No. 3, which was oil-soaked. Compression and suction were obtained on all cylinders. The oil sump screen contained two small plastic fragments consistent with magneto drive bushings; the oil filter had no debris.
The engine was test-run with a slave starter and propeller; it operated uneventfully. No. 3 cylinder showed no EGT; the lower spark plug lead was impact damaged, and the upper lead was pulled away. After replacing the ignition harness, the engine ran at maximum power producing 2,600 rpm at 29 inches of manifold pressure; magneto tests were within specification. No evidence of preexisting mechanical malfunction was observed.
Additional Information
The FAA Helicopter Flying Handbook notes that weight limits ensure structural integrity and performance; loading outside CG limits can result in insufficient control travel. The pilot should ensure proper balance so minimal cyclic input is required.
Medical and Pathological Information
An autopsy on the pilot determined the cause of death as multiple blunt force traumatic injuries. Toxicology identified unspecified amounts of Irbesartan in blood and urine; this medication is used to treat high blood pressure and is not considered impairing.