Editor’s Note: Although an accident is painful for all involved, a cursory review of what accidents have occurred are both reflective and instructive. Accident reports give us unique insights into specific flights and situations that may make each of us reflect on our own operations or current flying environment. I encourage pilots, mechanics, crewmembers, and decision makers to make it a habit to study the industry’s recent accident history. If they trigger a higher awareness that saves even one life or one airframe, it will have been worth the read.
prevailed in the area and a flight plan was not filed. The personal cross country flight was being conducted under the provi- sions of 14 Code of Federal Regulations Part 91. The flight's intended destination for this leg of the trip was Roswell, New Mexico. The helicopter had just been refueled
at Santa Teresa after an uneventful flight leg from Chino, California. The certified flight instructor (CFI) rated passenger reported that the helicopter was about 76 pounds under its maximum gross weight after refueling. He stated that the density altitude was about 6,800 feet, with wind of 210 to 260 degrees at 10 to 18 knots at the time of takeoff. The pilot lifted the hel- icopter into a 2-foot hover and departed into the wind. The helicopter entered translational lift, accelerated to approxi- mately 30 to 35 knots, and 10 to 20 feet of altitude. The helicopter then started to settle slightly, and the low RPM warning light and horn come on. The CFI then came on the controls and stated that he had the helicopter. In an attempt to recov- er the low main rotor RPM, he slightly low- ered the collective, while rolling the throt- tle on and adding slight aft cyclic. The CFI stated that he was unable to
increase the main rotor RPM enough to maintain flight, so he tried to land under control rather than continue to an uncon- trolled crash. He made a cyclic flare to reduce the airspeed as much as possible, but due to the low main rotor RPM, low altitude, and low airspeed, was only able to slow the helicopter to about 15 to 20 knots, before leveling the helicopter and touching down. The helicopter touched down in
rough terrain, (gravel, sand, sage brush, small mounds of dirt). The skids broke off when striking a mound of dirt, then the helicopter pitched forward. The main rotor struck the ground breaking off and the tail boom was severed. The helicopter spun slightly right, struck a mound of dirt and rolled onto its left side. From initial touch- down to final point of rest was about 75 to
80 feet. The helicopter was secured, fuel, mixture, battery switch, and the 3 occu- pants evacuated.
WPR12LA259– PRELIMINARY INJURIES: 1 FATAL,1 SERIOUS
On June 12, 2012, at 1520 Pacific
daylight time, a Robinson Helicopter Company R44 II, collided with a power line in East Wenatchee, Washington. The helicopter was owned by a commercial helicopter company, and operated by a commercial helicopter operator, through a contract with another commercial opera- tor, under the provisions of Title 14 Code of Federal Regulations Part 91. The heli- copter sustained substantial damage. The commercial pilot sustained serious injuries and the passenger was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. According to the property owner, he
had contacted contracting helicopter operator to hire a helicopter to overfly his cherry orchard in order to dry the cherries following a rain storm. The helicopter was conducting the cherry drying operation when the accident occurred. A witness, who lived next to the
orchard, watched the helicopter as it flew. She reported that the helicopter was flying in a southerly direction. As the helicopter turned, the main rotor impacted a power line and the helicopter descended into a tree.
ERA12LA399 – PRELIMINARY INJURIES: 2 UNINJURED
On June 14, 2012, at 1637 eastern
daylight time, a Robinson R22 Mariner, operated by a commercial helicopter com- pany, collided with the Atlantic Ocean about 10 yards off shore while practicing a simulated autorotation in the vicinity of Oak Island, North Carolina. The helicop- ter sustained substantial damage. Visual meteorological condition prevailed and no flight plan was filed. The helicopter was
operating as a 14 Code of Federal Regulations Part 91 personal flight. The private pilot and commercial pilot passen- ger reported no injuries. The flight origi- nated from Wilmington, North Carolina at 1630.
The pilot stated she was in cruise
flight at 600 feet mean sea level at 75 knots when she entered an autorotation over the ocean, with an intention of a power recovery. She entered the maneu- ver by lowering the collective pitch and rolling the throttle to the full off position. The main rotor rpm started to decrease and the low main rotor audio sounded. The main rotor rpm continued to decrease and the helicopter impacted the ocean and rolled over inverted.
WPR12LA279 – PRELIMINARY INJURIES: 1 SERIOUS,1 UNINJURED.
On June 26, 2012, at 1415 Pacific
daylight time, a Bell UH-1F, N4582D, while conducting helicopter external load operations, the external long line contact- ed a electrical power line, seriously injur- ing ground personnel near Concrete, Washington. A commercial helicopter company operated the helicopter under Title 14 Code of Federal Regulations, Part 133. The commercial pilot was not injured, and the helicopter was not dam- aged. Visual meteorological conditions prevailed, and a company flight plan was active. The helicopter was positioning a con-
crete bucket as an external load attached to a long line. The long line contacted an energized electrical power line and injured a construction worker who was ground handling the bucket. The worker's injuries involve burns and hospitalization.
Fly Safe! Be Safe!
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