Unintended Takeoff and Collision with a Fueling Station Involving a Robinson R22 (F-GMLZ)

Incident Overview and Damage Assessment On June 2, 2013, at 06:51 local time, a Robinson R22 helicopter, registration F-GMLZ, was involved in an accident at Brest Bretagne aerodrome in France. The aircraft was operated by a club for general aviation purposes. The flight carried a pilot and one passenger. The helicopter was destroyed in the incident, and a fueling station was damaged. ## Flight Sequence and Operational Context Surveillance camera footage from the airport, oriented toward the fueling station, recorded the events. The pilot and passenger removed the helicopter from its hangar and positioned it 5 to 10 meters from the fueling station. The aircraft was facing east, with its tail boom oriented toward the station. After adding fuel to the tanks, the pilot started the engine and performed the associated procedures. Condensation was present on the canopy. The pilot pulled the fresh air intake control to address the issue. More than two minutes after engine start, the condensation remained, and the pilot wiped the canopy with his right hand. Ten seconds after this action, the right skid left the ground first. The helicopter experienced a slight yaw to the right, then turned flat left by approximately 20 degrees before beginning a rearward translation while gaining altitude. It passed over the fueling station at a height of 1 to 2 meters. The helicopter then abruptly banked left with a decreasing longitudinal attitude before contacting the roof of the fueling station. ## Aircraft Systems and Wreckage Examination The Robinson R22 is equipped with a fresh air intake system that directs air along the canopy to clear condensation or ventilate the cabin, ventilation windows on each door, and an optional cabin heating system. The F-GMLZ was fitted with the heating system. Examination of the wreckage did not reveal any malfunction that could have contributed to the accident. The investigation, combined with video analysis, found no contact between the helicopter and the fueling station that could explain a loss of control prior to the final impact. Analysis of the surveillance footage and wreckage indicated that the fresh air intake control was half pulled, the door ventilation windows were closed, and the cabin heating button was in the OFF position. ## Pilot Experience and Testimony The pilot held a PPL(H) license and had approximately 258 hours of helicopter flight time, including 198 hours as pilot-in-command. In the three months preceding the accident, he had one hour of flight time, including 30 minutes on type. The pilot stated that he positioned the helicopter with its tail toward the fueling station to allow for a direct rearward translation and limit low-level turns. After refueling, he removed the controls from the passenger side and performed the engine start procedures. When condensation appeared on the canopy, he activated the defogging system by pulling the fresh air intake control. He explained that he did not pull the control fully because this action was usually sufficient. He noted that he had never encountered such a heavy amount of condensation. Without improvement in the defogging, the pilot described releasing the collective control to wipe the canopy with his right hand while holding the cyclic with his left hand. He then returned his left hand to the collective and his right hand to the cyclic. He asserted that the condensation and the low position of the sun did not lead him to consider taking off. However, he explained that he had probably placed the collective pitch control in the high position out of habit when preparing for takeoff and had received authorization to taxi. The passenger also stated that he did not perceive the movement of the helicopter. ## Meteorological Conditions The weather conditions at the time were as follows: wind from 020 degrees at 3 knots with maximum gusts of 6 knots; visibility between 9 and 10 kilometers; no significant cloud; temperature of 8 degrees Celsius; and dew point of 7.5 degrees Celsius. The sun rose at 06:20. At 06:51, the sun was 3.5 degrees above the horizon with an azimuth of 60 degrees. ## Findings and Safety Lessons The investigation concluded that high relative humidity in the cockpit, likely resulting from the physical efforts of the pilot and passenger in preparing the aircraft, favored the formation of condensation on the canopy. The fact that the fresh air intake control was not pulled to its maximum position slowed the defogging process. The inappropriate habit of positioning the collective pitch control upward when ready for takeoff caused an unintended and undetected takeoff under the conditions of the day, due to the condensation on the canopy and the position of the sun. The absence of control inputs from the pilot, who maintained the collective with his left hand and the cyclic with his right hand, resulted in a certain stability of the helicopter during the rearward translation. As the helicopter passed over the fueling station, it is possible that the pilot, unaware that the helicopter was in flight, released the cyclic to wipe the fogged canopy again. This action destabilized the trajectory and led to a loss of control and collision with the fueling station. The report emphasizes that in the absence of sufficient external visual references, such as condensation, sun position, or night conditions, or until all conditions are met for takeoff, any unintended movement must be avoided. For helicopters, this requires ensuring that the collective pitch control is in the low position (low pitch).