History of the Flight
The pilot and three passengers boarded the Robinson R44 Raven II, registration G-IGJC, for a local flight from Liverpool Airport's general aviation apron. After normal starting procedures, the pilot initiated takeoff by raising the collective control more quickly than usual. This caused the helicopter to lift rapidly and yaw. The pilot, believing the yaw was to the left, applied right yaw pedal, which instead caused the helicopter to spin faster. Unable to regain control in flight, and concerned about colliding with nearby parked aircraft, the pilot decided to lower the helicopter gently to the ground. The helicopter rolled over onto its left side. The pilot was thrown repeatedly against the right cockpit door during the maneuver, making it difficult to remain seated and control the aircraft.
Injuries and Damage
The pilot and one passenger sustained minor injuries; the other two passengers were uninjured. The helicopter was damaged beyond economic repair, with substantial damage to the rotor blades and left cockpit area. Pieces of the main rotor also struck and damaged the engine cowling of an aircraft parked approximately 100 meters away. Despite some fuel leakage, there was no fire. The aerodrome fire and rescue service attended, and witnesses assisted the occupants in vacating the aircraft through the right cabin door.
Other Information
Technical records indicated the aircraft had flown 14 hours since a scheduled maintenance inspection on 24 October 2008. The next check was due in 34 flying hours or by 23 April 2009. No maintenance activity or mechanical defect that might have affected the accident was recorded. The pilot held a Private Pilot's Licence and had 104 hours total flying experience, with 21 hours on type. The accident occurred at 1550 UTC on 22 November 2008.
Discussion
The helicopter's main rotor rotates anticlockwise when viewed from above. In the absence of pilot inputs, raising the collective and applying power tends to cause a clockwise yaw (to the right as viewed from the cockpit). Instructors familiar with the type noted that a swift upward collective application might cause considerable right yaw, but that this could be controlled with left yaw pedal. The pilot later stated uncertainty about the initial yaw direction; an instructor he spoke with heard from witnesses that rotation was to the right. Other witnesses could not recall the direction. The investigation concluded that it was likely the helicopter yawed right as the collective was raised. Recovery might have been possible with left yaw pedal, but the application of right yaw pedal probably increased the rate of rotation.