West Palm Beach, FL, USA
N413RM
ROBINSON HELICOPTER R22 BETA
The pilot of the helicopter received his private pilot certificate less than 4 months before the accident and had accumulated a total flight experience of 67 hours. He and a passenger were circling a boatyard about 600 feet above ground level (agl) at 60 knots with the intention of taking photographs. The pilot reported that, as he turned southbound (downwind) with the carburetor heat on, he noticed a loss of airspeed. He moved the cyclic forward in an attempt to maintain airspeed; however, the low rotor rpm horn sounded, and he performed an autorotation to a residential area. The helicopter impacted power lines, trees, and a residence. Recorded weather data revealed that the wind was from the north-northeast at 16 knots, gusting to 24 knots. Review of radar data revealed that the pilot turned into a tailwind at an altitude of 300 to 400 feet agl. Speed calculations based on the radar data revealed that the airspeed decreased from about 39 to 31 knots during the turn. The calculations did not include wind gusts, and, given the magnitude of the gusts, it is likely that the helicopter’s airspeed slowed to the point where it lost translational lift and began to settle with power. A subsequent examination of the wreckage, including a successful test-run of the engine, did not reveal any preimpact mechanical malfunctions. The helicopter manufacturer recommends that photo flights should only be conducted by well trained, experienced pilots who have at least 500 hours pilot-in-command time in helicopters and over 100 hours in the model of helicopter flown.
On November 5, 2011, about 1620 eastern standard time, a Robinson R22 BETA, N413RM, operated by Ocean Helicopters Inc., was substantially damaged during an autorotation, following a loss of rotor rpm near West Palm Beach, Florida. The certificated private pilot and passenger incurred minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight, which departed North Palm Beach Country Airport (F45), West Palm Beach, Florida, about 1530. According to the pilot, the wind was from the north-northeast at 10 knots, gusting to 20 knots, and he was circling a boatyard about 600 feet above the ground at 60 knots. The pilot planned to circle the boatyard while the passenger took some photographs. After completing some circuits, as the helicopter turned southbound with the carburetor heat on, the pilot noticed a loss of airspeed. He moved the cyclic forward in an attempt to maintain airspeed; however, the low rotor rpm horn sounded and accompanying cockpit indication illuminated. When the horn sounded, the pilot immediately entered an autorotation. During the autorotation, the pilot turned left 180 degrees to fly upwind, and radioed an emergency to air traffic control. During the autorotation, the helicopter impacted powerlines, trees, and a residence. The helicopter sustained substantial damage to the main rotor blades and fuselage. Following the accident, the engine was subsequently test-run on the accident helicopter. The engine started without hesitation and ran continuously at different power settings, including idle and 100 percent rpm. During the engine run, no anomalies were noted with the engine or its associated engine controls. The pilot obtained his private pilot certificate on July 26, 2011, with a rating for rotorcraft helicopter. At the time of the accident, he reported a total flight experience of 67 hours; of which, 42 hours were in the same make and model as the accident helicopter. The pilot flew 8 hours and 1 hour during the 90-day and 30-day period preceding the accident, respectively. Palm Beach International Airport (PBI), West Palm Beach, Florida, was located about 4 miles southwest of the accident site. The recorded wind at PBI, at 1553, was from 020 degrees at 16 knots, gusting to 24 knots. Radar data was obtained from the Federal Aviation Administration and plotted. Review of the plot revealed that the helicopter made a left 180-degree turn, from north to south, between 1619:35 and 1620:15. During the turn, the recorded altitude varied between 300 and 400 feet. Nine radar targets were recorded during that time. The first three radar targets, depicting north travel, revealed an average groundspeed of approximately 27 knots, with an average airspeed about 37 knots based on a 16-knot wind from 020-degrees. The second set of three targets, depicting west travel in the turn, revealed an average groundspeed of approximately 39 knots, with an average airspeed about 47 knots. The third set of three targets, depicting travel from west to south at the conclusion of the turn, revealed an average groundspeed of 36 knots, with an average airspeed of 31 knots. The calculations did not include wind gusts. Review of Robinson Safety Notice SN-34 revealed: "AERIAL SURVEY AND PHOTO FLIGHTS - VERY HIGH RISK There is a misconception that aerial survey and photo flights can be flown safely by low time pilots. Not true. There have been numerous fatal accidents during aerial survey and photo flights, including several involving Robinson helicopters. Often, to please the observer or photographer, an inexperienced pilot will slow the helicopter to less than 30 KIAS and then attempt to maneuver for the best viewing angle. While maneuvering, the pilot may lose track of airspeed and wind conditions. The helicopter can rapidly lose translational lift and begin to settle…Aerial survey and photo flights should only be conducted by well trained, experienced pilots who: 1) Have at least 500 hours pilot-in-command in helicopters and over 100 hours in the model flown; 2) Have extensive training in both low RPM and settling-with-power recovery techniques; 3) Are willing to say no to the observer or photographer and only fly the aircraft at speeds, altitudes, and wind angles that are safe and allow good escape routes."
The pilot’s failure to maintain airspeed during a low-altitude turn into gusty tailwind conditions, which resulted in a loss of translational lift and settling with power. Contributing to the accident was the pilot's lack of total flight experience.
Source: NTSB Aviation Accident Database
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