CONTINUED
pole. The helicopter yawed to the right before it impacted the ground, rolled for- ward, and came to rest on its left side. The pilot reported no mechanical malfunction or failure that would have precluded nor- mal operation.
WPR13LA087 - PRELIMINARY INJURIES: 1 SERIOUS
On January 8, 2013, about 1225
Pacific standard time, a Bell OH58, N911PT, collided with terrain near Riverdale, California. The commercial pilot, the sole occupant of the helicopter, sustained serious injuries. The helicopter sustained substantial damage to the for- ward portion of the fuselage and tailboom assembly. The helicopter was operated by a commercial helicopter operator under the provisions of 14 Code of Federal Regulations Part 137. Visual meteorologi- cal conditions prevailed and a company flight plan had been filed for the local agri- cultural flight. A representative from the operator
reported that the pilot was conducting agri- cultural spray operations when he experi- enced a flight control anomaly that result- ed in an uncommanded roll to the right. The helicopter continued in a right descending turn and subsequently impact- ed terrain. The pilot sustained serious injuries during the accident sequence and was transported to a nearby hospital.
ERA13LA116 - PRELIMINARY INJURIES: 1 MINOR,1 UNINJURED
On January 17, 2013, about 1245
eastern standard time, a Robinson R-22 helicopter, N26NE, was substantially dam- aged following a loss of control during a practice autorotation at Ellington Airport (7B9), Ellington, Connecticut. The certifi- cated flight instructor (CFI) sustained minor injuries and the commercial-rated student pilot was not injured. According to the CFI, the helicopter remained at traffic pattern altitude in order
50 March 2013
to conduct a practice autorotation. The helicopter turned onto the final leg of the traffic pattern and the CFI and the pilot ini- tiated an autorotation from about 950 feet above ground level by lowering the collec- tive and reducing the throttle. Upon entry, the pilots observed an “excessively high” rotor RPM indication that continued to climb toward the top of the tachometer. Both pilots raised the collective control and pushed the cyclic control forward to decrease the rotor RPM, but the rotor RPM remained high and did not respond to control inputs. As the helicopter approached the run-
way, the CFI elected to terminate the approach with power, and instructed the pilot to “join” the needles on the dual tachometer by restoring full engine power. Both the CFI and the pilot applied engine power simultaneously; however, the engine tachometer also indicated an over-
speed condition. The CFI assumed sole control of the helicopter, and initiated a deceleration, but the helicopter pitched up, rolled right, and impacted the ground on its side, which resulted in substantial dam- age to the main rotor and fuselage. According to operator records, the
helicopter was manufactured in 1993 and had accrued 11,974 total aircraft hours as of the date of the accident. Its most recent annual inspection was completed June 19, 2012 and the most recent 100 hour inspection was completed January 8, 2013.
Fly Safe! Be Safe!
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