N8313Z

HISTORY OF FLIGHT

On August 18, 2000, about 1755 Pacific daylight time, a Robinson R22 Beta, N8313Z, experienced the in-flight separation of its main rotor blade assembly while cruising or maneuvering. The helicopter, in an uncontrolled descent, crashed into a plowed field and burned near Watsonville, California. Visual meteorological conditions prevailed, and no flight plan was filed for the local area instructional flight. The flight instructor, who held an airline transport pilot certificate, and the student pilot were fatally injured. The helicopter, which was registered to and operated by the flight instructor, was destroyed. The flight was performed under 14 CFR Part 91 and originated from the Watsonville Municipal Airport, Watsonville, about 1715.

Santa Cruz County Sheriff's department personnel reported that their investigation indicated the flight instructor had an appointment at the Watsonville Airport about 1600. Airport personnel reported to the National Transportation Safety Board investigator that this was the student's first flight in the Robinson helicopter, and it was considered to be a "familiarization" flight.

Five ground-based witnesses, who reported observing the helicopter during the accident sequence, were subsequently interviewed. In summary, they reported the following information. Three of the witnesses were driving separate work trucks eastbound along the same road, and two were standing together in a parking lot in Watsonville. The lead driver heard a loud noise, looked up and saw a helicopter headed nose down with pieces of metal coming off it. He saw no smoke or flames, but he saw the helicopter hit the ground, followed by a resulting explosion and flames. The second and third drivers saw the helicopter flying in a straight and level attitude seconds before the crash. The second driver reported hearing a loud noise and described a blade detaching from the helicopter as it descended and vanished behind an embankment. The third driver, who had his truck windows rolled up, reported hearing only what he described as normal helicopter noise and then seeing the blades come off the helicopter, after which the helicopter headed nose down. None of these three witnesses saw any smoke or fire before impact, and none saw any other aircraft in the area at the time of the accident.

One of the two witnesses standing in the parking lot stated he was looking toward the west when he observed the helicopter flying toward him and heard what he described as normal helicopter noise. He noticed a "movement" and then another "larger movement" in the helicopter. He said it looked like the helicopter was flying just above some telephone poles, and then it appeared to make a right turn back to the west and started to climb. During the turn, he heard the sound of "something speeding up." At that point, the helicopter seemed to explode; in his words some other "material" became visible in the air. Then the helicopter descended rapidly to the ground. This man stated he saw what looked to him like smoke in the air after the explosion, but no flames while the helicopter was in the air. The second man in the parking lot heard an unusual loud noise, which caused him to look up and see the helicopter fall rapidly to the ground. He saw flames after impact, but did not have enough time to observe whether there were flames while the helicopter was in the air. Neither man reported seeing any other aircraft in the area at the time of the accident.

FLIGHT INSTRUCTOR INFORMATION

The flight instructor possessed an airline transport pilot certificate with multiengine land privileges. He had commercial pilot privileges in single engine land airplanes and helicopters. He held flight engineer, ground instructor, and airframe and powerplant mechanic certificates. He was a certified flight instructor for single engine and multiengine airplanes, and rotorcraft helicopters. On April 4, 2000, he was issued a second-class aviation medical certificate with the restriction that he must wear corrective lenses.

The National Transportation Safety Board investigator was provided with a photocopy of a portion of the instructor's flight logbook records for review. In part, the records covered the time period between 1984 and 1997. The executor of the instructor's estate reported that no current flight logbook records were located. The most recent logbook record, contained in logbook number 4, was observed to have an ending date of October 25, 1997. The records indicated that the instructor received dual flight instruction in the Robinson R22 starting in January 1996. In May 1996, he attended a safety course for pilots at the Robinson Helicopter Company. On his course application form, he indicated that his total helicopter flying experience was 1,000 hours, and his flying experience in the R22 was 10 hours.

Thereafter, he flew the Robinson R22 for over 400 hours. His logbook also indicates that during this period he flew the R22 to and performed in over 2 dozen air shows throughout the United States. On May 26, 1999, the Federal Aviation Administration issued the instructor a Statement of Acrobatic Competency.

The hours indicated in this report are estimates, and are also based in part upon the instructor's medical application data supplied to the Federal Aviation Administration (FAA). The instructor's estimated total flight time was about 16,000 hours. He had in excess of 400 hours flight time piloting the Robinson R22. The number of hours of dual flight instruction given was not determined. However, according to the FAA, the instructor had trained at least one student in rotorcraft.

STUDENT PERSONNEL INFORMATION

The student pilot did not possess any FAA pilot or medical certificates. The student's father reported to the Safety Board investigator that he took his son flying in a Cessna 152 several years prior to the accident. In addition, about 6 months before the accident, the student flew in a helicopter. The father stated that these were the only two flights that he was aware his son had taken.

AIRCRAFT INFORMATION

The helicopter, serial number 2456, was manufactured in July 1994 and was issued a Standard Airworthiness Certificate. The flight instructor purchased the helicopter in May 1999, and he maintained it by performing 100-hour inspections.

In February 2000, the FAA granted approval to the Robinson Helicopter Company (RHC) to increase the airframe time between overhauls (TBO) for Robinson R22 helicopters to 2,200 hours. A review of the accident helicopter's airframe and engine logbooks revealed that the helicopter had been maintained on a 100-hour and annual inspection basis.

The last maintenance entry shown in the helicopter's aircraft and engine logbooks was dated July 10, 2000. On this date, the helicopter received a 100-hour inspection that was signed by the flight instructor/mechanic. There was also an annual inspection signoff by another mechanic having inspection authorization. The listed total aircraft and engine time was 2,099.9 hours.

A search of the Safety Board's accident database indicated that the helicopter had no previous accident history. An examination of the helicopter's logbook similarly did not reveal evidence of any accident-related repairs.

METEOROLOGICAL INFORMATION

The closest aviation weather observation station to the accident site is located about 2.4 nautical miles north of the crash site at the Watsonville Municipal Airport. At 1753, Watsonville's automated surface observing system reported a clear sky condition. The surface wind was from 190 degrees at 8 knots, and the temperature was 71 degrees Fahrenheit.

COMMUNICATION

A search of nearby FAA facilities did not reveal evidence that any air-to-ground communications or services had been provided to the accident helicopter.

WRECKAGE AND IMPACT INFORMATION

The on-scene examination of the accident site and wreckage revealed that the helicopter and separated components came to rest in an open flat plowed field, on an adjacent roadway, and in a lettuce field. The accident site was about 2 miles south of the Watsonville Airport, at an estimated elevation of 150 (or less) feet mean sea level.

The mast, skid tubes, engine, tail boom, and the tail rotor assembly were found at the main impact crater/wreckage site. The main wreckage was found principally oriented toward 160 degrees, magnetic.

The cockpit was found in an upright attitude at the bottom of an estimated 2-foot-deep impact crater. The cabin area was pitched downward at a 45- to 60-degree angle. The cabin area exhibited soot pattern fire evidence consistent with it having been partially consumed in a post impact ground fire. Fragments from the bubble were observed principally scattered in the field several yards south and southeast of the main wreckage.

At the main wreckage impact site, the outer surface of the left skid tube was found impact damaged and it was partially crushed in an inward direction and scratched in two locations about 3 feet apart. The deformation to the skid tube and the skid tube contact signature evidence terminated at the union between the skid tube and the left side of the aft strut.

Plexiglas, left cabin doorframe material and headphone fragments were found about 400 feet north of the main wreckage. The side (cup) of one headphone set was found shattered. The corresponding right side was found intact. Fragments from the shattered cup were located along the wreckage distribution path in the field located farthest away from where the main wreckage came to rest.

Sunglasses, the swash plate boot, and other material were found between 250 and 330 feet north of the wreckage. The left side landing gear skid tube's ground handling wheel bracket was found separated from the skid tube, and it was located in the field approximately 145 feet north of the main wreckage. T...