History of the Flight
On 13 July 2002, a private flight was conducted in a Robinson R22 Beta helicopter, registration G-VFSI. The pilot, aged 24, held a Private Pilot's Licence and had 269 hours of flying experience, with 264 hours on type. He had flown 50 minutes in the previous 90 days. The helicopter was refueled with 40.25 litres of fuel before the final flight. The flight departed Wellesbourne Mountford at 1640 hrs and proceeded north-east to circumnavigate Royal Leamington Spa and Warwick anticlockwise. At 1656 hrs, the pilot contacted Coventry ATC, requesting a flight information service. The call was described as lucid, concise, and relaxed. At 1700 hrs, ATC advised of a Cherokee aircraft nearby; the pilot acknowledged but no sighting was confirmed.
Witness Observations
Witnesses in Hampton Magna reported seeing the helicopter at about 1,500 ft agl, cruising normally at 70 kt with a normal engine sound. Two or three loud bangs were heard, similar to a metal garage door being struck hard. The engine then sounded as if it was struggling. The helicopter pitched, rolled, and yawed, then spun anticlockwise once or twice before part of a main rotor blade detached. The aircraft descended uncontrollably, spinning slowly, with the remaining blade stationary and vertical. During descent, the tail rotor separated. The main structure struck the ground on a north-westerly heading with little horizontal speed. The pilot and passenger sustained fatal injuries. There was no fire.
Wreckage Examination
The wreckage was examined at Farnborough. The tail cone and driveshaft fractures were matched to damage on the main rotor blades, indicating five strikes on the tailcone. The fifth strike stopped the rotor. Measurements showed blade angles at least 10° greater than normal flapping hinge geometry, indicating downward curvature. The engine showed no pre-impact malfunction; damage was consistent with ground impact. Cockpit controls were set: mixture RICH, carb heat COLD, lateral trim CRUISE. Warning lights indicated LOW RPM, ALTERNATOR, and OIL illuminated at impact, meaning the rotor and engine were stationary. The rotor head teetering stops showed damage consistent with mast bumping from excessive movement. Both lower 'elephant tusks' fractured in ground impact.
Post-mortem and Other Investigations
A post-mortem found no medical condition that may have contributed. No evidence of wake turbulence from a nearby Boeing 737 or any object strike was found. Photographic evidence from the passenger's camera showed pictures taken shortly before the breakup, with the shutter activating three more times during the descent.