On January 18, 2012, a Robinson R44 (registration EC-KDC) was involved in an aviation accident near Aeródromo de Camarenilla (Toledo), ES. No fatalities were reported. This summary draws on records from the Spanish Civil Aviation Accident and Incident Investigation Commission (CIAIAC); 5 related events involving the same aircraft type or operator are linked below.
On 18 January 2012, a Robinson R-44-II and a Cedimex S-6ES-582 collided at the Camarenilla ultralight airfield in Toledo. All occupants were uninjured, and both aircraft sustained minor damage.
Incident Overview and Location On Wednesday, 18 January 2012, at 17:10 local time, a collision occurred at the ultralight aircraft airfield in Camarenilla, Toledo. The incident involved a Robinson R-44-II helicopter, registration EC-KDC, operated by Intercopters, and a Cedimex S-6ES-582 ultralight aircraft, registration EC-CD7, operated by Club dep. elemental Aviador 1+1. ## Flight Operations and Sequence of Events The helicopter departed Cuatro Vientos aerodrome at 16:18 for an instructional flight. The crew consisted of an instructor and a student pilot, who proceeded to Camarenilla to practice traffic circuits and emergency maneuvers. The ultralight student pilot arrived at Camarenilla at 15:30 for an instructional flight to obtain an ultralight pilot license. After a 15-minute flight with an instructor, the student conducted a solo instructional flight while the instructor remained on the ground near the threshold of runway 05. The ultralight student took off, climbed to 1,000 feet in the traffic circuit, performed eights over the airfield, and then descended in a spiral to rejoin the traffic circuit for runway 05. The ultralight was not equipped with an airborne radio. Three minutes before entering the circuit, the helicopter instructor notified his intentions on the air-to-air frequency 129.975 MHz. He was informed of two ultralights equipped with radio conducting left-hand traffic for runway 05 and a third ultralight without radio at 1,000 feet over the airfield. The helicopter crew completed the entry procedure for runway 05. After two circuits, the instructor announced a simulated hydraulic failure emergency maneuver, which would occupy the runway for several minutes, and requested other traffic to extend their downwind leg until the runway was declared clear. The two radio-equipped aircraft acknowledged. For the simulated hydraulic failure landing, the instructor selected a compacted area approximately 10 meters outside the right edge of the runway, at the beginning of the last third of runway 05. The helicopter had completed the corresponding traffic and executed the approach to the selected landing site, flying at one meter above the ground at a speed of 5 to 10 knots, preparing to land with a slight forward speed. The ultralight student, after the spiral descent and entering traffic for runway 05, established on final with the helicopter visible near the ground. He landed on runway 05, continued the takeoff roll with the aircraft centered on the runway, and became airborne when reaching an indicated airspeed of 55 knots. As he passed the helicopter (at an altitude 3 to 4 meters higher than the helicopter), he felt the right wingtip of the ultralight drop and the aircraft drift toward the helicopter. He attempted to level the aircraft but was unable to do so, heard a noise similar to a blow, and then regained control of the ultralight. He immediately landed following runway 05. The helicopter crew heard a noise similar to a balloon bursting and saw an ultralight overflying them at close range. They did not notice any failure in the flight controls and continued their practice until the ultralight flight instructor signaled them to land and warn them of the possible impact. They ended the flight at that location. ## Injuries and Damage All crew members on board both aircraft were uninjured. The helicopter sustained two scratches on the extrados of one of the blades, affecting only the paint, with no damage to the leading edge or blade skin. An inspection according to the Robinson Helicopter Company Maintenance Manual was performed, reviewing the main transmission main gearbox, main rotor, tail rotor transmission, and tail rotor, all of which were found in perfect condition. The ultralight had a torn right wingtip, with the covering and wing structure broken. ## Personnel and Aircraft Information The helicopter instructor held a valid R44 rating, FI2 rating, and medical certificate valid until 4 May 2012. His total experience was 4,324 flight hours, including 50 hours in the type and 2,330 hours as an instructor. His activity in the 7 days prior to the incident was 1:10 hours, 27:25 hours in the 30 days prior, and 69:50 hours in the 90 days prior. The helicopter student held a valid student card and a medical certificate valid until 19 January 2013. His total experience was 211 flight hours, including 1:10 hours in the same type. The ultralight student held a valid student card and a medical certificate valid until 13 April 2013, with a total experience of 13:50 hours, all in the same type of aircraft. The Robinson R-44 helicopter, registration EC-KDC, serial number 11632, was equipped with a Lycoming IO-540-AE1A5 engine, had a valid airworthiness certificate until 23 February 2012, and was maintained according to the approved maintenance program. The main rotor diameter of the helicopter is 10 meters. The Cedimex S-6ES-582 ultralight, registration EC-CD7, serial number S-6A-110, was equipped with a Rotax 582 engine and had a valid airworthiness certificate. The ultralight had a handwritten record of maintenance tasks performed. The wingspan of the ultralight is 10.50 meters. ## Meteorological and Communications Information The day was sunny, the wind was calm, and the ambient temperature was 10 °C. The helicopter pilot made all communications on frequency 129.975 MHz, an air-to-air frequency where aircraft notify their position and request information about other aircraft in the circuit. The ultralight was not equipped with an airborne radio. ## Airfield Information The Camarenilla airfield is located at coordinates 40°01’33”N 004°04’06”W. The runway is made of earth (compacted gravel) and measures 500 meters in length and 20 meters in width, with an elevation of 1,720 feet at threshold 05. It is an uncontrolled airfield where the use of radio is not mandatory. Local procedures establish that aircraft arriving at the aerodrome and equipped with radio will notify their intentions on air-to-air frequency 129.975 MHz, three minutes before reaching the aerodrome. ## Additional Information The ultralight student pilot reported that the flight was under his control until he felt the ultralight moving toward the helicopter and regained control after the impact with the helicopter. He stated that he was unaware of the effects of the airflow produced by the helicopter's main rotor. According to Order 11068 of 24 April 1986, regulating ultralight flight, the Ministry of Development, through the Directorate General of Civil Aviation, is the competent body to regulate, direct, and inspect the practice and teaching of ultralight flight in national territory. Chapter IV, referring to teaching, Article 10, specifies that the theoretical teaching program will cover regulations regarding air traffic and the attributions of the holder of an ultralight pilot license, including methods and procedures of air traffic services. Article 11 establishes the requirements for solo flight: the student must have demonstrated to the flight instructor that they are familiar with the flight rules that may affect them in their solo flight practices, and must have acquired appropriate competence in traffic circuits, including precautions to avoid collisions. The Air Traffic Regulations (RCA) establish in point 2.3.2.5, Operations at an aerodrome, over it, or in its vicinity, that aircraft operating at an aerodrome or in its vicinity, whether or not in an aerodrome traffic zone, must observe aerodrome traffic to avoid collisions and adjust to the traffic circuit formed by other aircraft in flight, or avoid it. The effects of the airflow produced by the helicopter's main rotor during a hover with ground effect involve the rotor moving large volumes of air downward in all 360 degrees around the helicopter, and this air displaced by the ground recirculates upward, re-entering the flow produced by the rotor at a distance from the vertical axis of the helicopter approximately equivalent to three diameters of the main rotor.