Accident Details
On 16 December 2000 at 0924 hours UTC, a Robinson R22 BETA helicopter, registration G-GEGE, sustained damage beyond economic repair during a takeoff attempt from a private site at Apple Barn, Gamston, Nottinghamshire. The flight was private, with one pilot and one passenger on board. The pilot, aged 43, held a Private Pilot's Licence (Helicopters and Gyroplanes) and had 71 hours total flying experience, of which 63 were on type. His recent flying included 8 hours in the last 90 days and 8 hours in the last 28 days. The passenger sustained minor injuries; the pilot was uninjured.
Pilot's Account
After completing normal external and internal checks, the pilot started the engine and prepared to lift. He increased manifold pressure to 18 inches and looked ahead while adding more power. He then noticed the left skid lift first and quickly moved the cyclic control left and slightly forward. The right skid then lifted, the helicopter rolled left, and the left skid contacted the ground hard, causing the helicopter to roll forward onto its left side. With the helicopter lying on its left side, the pilot, seated in the right seat, could not reach his harness release buckle with either hand. After the left-seat passenger released himself and climbed out, the pilot was able to release himself.
The pilot later acknowledged that the helicopter had been parked at the site for a week and that the parking area was very wet. He believed the skids had sunk into the wet ground and may have frozen to the ground. As an additional safety point, the pilot noted that a stone dislodged during the accident traveled about 50 meters and broke a large window.
Harness Release Issue
Due to the pilot's initial report of difficulty releasing his harness, further inquiries were made about the harness fitted to this helicopter. The harness is an inertial reel system with a lap and diagonal strap and an airline-type release buckle located inboard for each occupant. The pilot felt his harness was tight but, after the accident, he was aware of hanging to the left and slightly forward.
The Civil Aviation Authority Airworthiness Division Specification No 1, dated 24 September 1979, details requirements for safety belts in rotorcraft. Two relevant extracts state: (1) 'The wearer shall be able to release the belt with either hand, regardless of aircraft orientation in an otherwise survivable accident without undue difficulty.' (2) 'To avoid inadvertent release there shall be a free movement of the lever and the belt shall remain fastened until the lever attains an angle of not less than 70° or not more than 95° to its position at rest. The lever shall be spring loaded to the position it normally assumes when the belt is fastened.'
To comply with CAA regulations, the manufacturer had fitted a new type of harness prior to initial UK registration. Since then, and before this accident, there had been only one report of difficulty involving harness release from this helicopter type: a Robinson R22, registration EI-XMC, where a passenger drowned after an engine stoppage and ditching into the sea on 1 June 1992. In that case, the harness release mechanism was confirmed serviceable after the accident.
The pilot of G-GEGE was aware of the required movement to operate the release mechanism but could not reach the buckle with either hand. Factors that may have contributed to this lack of accessibility include: the pilot's understandable concern, especially from the noise of fuel leaking; the proximity of the release buckles to each other and limited room in the helicopter with two reasonably sized occupants; and the unknown position of the collective lever, which if raised could have hindered access. The pilot was able to release himself once the passenger had exited.
Conclusion
The accident resulted in the helicopter being damaged beyond economic repair. No likely cause was determined by the AAIB from the available information.