N7512G

HISTORY OF FLIGHT

On February 22, 2006 about 1135 mountain standard time, a skid-equipped Robinson R22 helicopter, N7512G, was destroyed during an uncontrolled descent and subsequent collision with desert terrain, about 8 miles north of Scottsdale, Arizona. The helicopter was being operated as a visual flight rules (VFR) local area instructional flight under Title 14, CFR Part 91, when the accident occurred. The certificated flight instructor, seated in the left seat, and the passenger, seated in the right seat, sustained fatal injuries. All Out Aerial of Scottsdale operated the accident helicopter. Visual meteorological conditions prevailed, and company flight following procedures were in effect. The flight originated at the Scottsdale Airport, Scottsdale, about 1129.

During an on scene conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on February 23, the operator's president reported that the accident flight was an introductory flight instruction lesson for a prospective student. She said that a friend of the passenger had previously purchased a gift certificate for the 45-minute introductory flight.

According to the Scottsdale air traffic control tower (ATCT) specialist on duty at the time of the accident, the accident helicopter flew northbound after departure from the Scottsdale Airport. About 5 minutes after departure, the specialist received a brief mayday call, which he thought was from the accident helicopter. No further radio communications were received from the accident helicopter.

A witness located north of the Scottsdale Airport, about 1 mile south of the accident site, reported to the NTSB IIC that he saw the accident helicopter fly over him while he was working outside. He estimated that the helicopter was about 1,000 feet above the ground as it passed over him. He reported that helicopter traffic to the north of the Scottsdale Airport is a very common occurrence, and he is accustomed to hearing and seeing the same type of helicopter that was involved in the accident. He said that when the helicopter flew over him, the engine sounded normal. As the helicopter continued northbound, he heard what he thought was a "pop." He said the helicopter then started a shallow, controlled turn to the left, followed by two or three more popping sounds. He said that the helicopter then began to descend rapidly, and eventually started spinning counter-clockwise. As the helicopter's descent rate increased, the main rotor blades slowed, and the helicopter entered a near vertical descent. The witness noted that as the helicopter descended vertically, the main rotor blades had stopped turning, and appeared to be bent upwards, and were in a trail position. The witness said he could not hear any engine sounds during the helicopter's descent, and watched it until it descended behind a row of houses.

CREW INFORMATION

The pilot held commercial helicopter and helicopter flight instructor certificates, and a helicopter instrument rating. His most recent second-class medical certificate was issued on February 8, 2006, and contained no limitations or waivers. On his application for a medical certificate, dated February 8, he indicated that his total aeronautical experience consisted of about 1,200 hours, of which 150 were accrued in the previous 6 months.

According to the pilot's personal logbook that was provided to the NTSB IIC by family members, the pilot's total aeronautical experience consisted of about 1,191.3 helicopter flight hours. The last entry in the logbook was dated February 16, 2006.

The president of All Out Aerial stated the accident pilot was a part-time/contract helicopter flight instructor for the company, and that the accident occurred while the pilot was off-duty from his full time employer, Petroleum Helicopters, Inc., based in Lafayette, Louisiana.

Training / Employment background

A review of the accident pilot's Federal Aviation Administration (FAA) historical records on file in the Airman and Medical Records Center in Oklahoma City, Oklahoma, revealed that on January 7, 2004, the accident pilot obtained a student pilot certificate, and soon enrolled full time in a local helicopter flight school in Scottsdale. The flight school also operates additional helicopter flight training facilities in Long Beach, California, and Provo, Utah.

On February 4, 2004, the accident pilot failed his initial private helicopter certificate check ride. The flight school's president and designated pilot examiner (DPE) performed the check ride. According to the FAA records, the accident pilot then obtained an additional 9.8 hours of helicopter flight instruction, and subsequently passed a second check ride with the same DPE on February 10, 2004.

According to the president of the flight school, the accident pilot continued his enrollment at the flight school, working to obtain a commercial helicopter certificate, a helicopter instrument rating, a helicopter flight instructor certificate (CFI), and a helicopter flight instructor certificate for instruments (CFII). However, the president reported that the accident pilot's overall performance was poor, and that he had a series of failed phase checks, which slowed his advancement. He noted that the accident pilot struggled academically, requiring an exceptional amount of ground instruction, and still displayed an overall knowledge shortfall.

On May 29, 2004, the accident pilot successfully completed a check ride for a commercial helicopter certificate, as well as a helicopter instrument rating. The two check rides were conducted concurrently, and were performed at the flight school's Long Beach location. The flight school's DPE assigned to that location performed the check rides.

On September 25, 2004, the accident pilot failed his initial CFI check ride. The check ride was conducted at the flight school's Long Beach training facility. The flight school's DPE assigned to that location performed the check ride. According to FAA records, the accident pilot obtained an additional 2.0 hours of helicopter flight instruction, and passed a second check ride with the same DPE on September 27, 2004.

During an interview with the NTSB IIC on February 24, the president of the flight school reported that after the accident pilot obtained his commercial helicopter certificate, helicopter instrument rating, and certified flight instructor's (CFI) certificate, he continued working towards obtaining a certified flight instructor-instrument (CFII) certificate.

The flight school's president reported that historically, students that successfully complete the CFI and CFII programs are offered employment with the flight school as helicopter flight instructors. He said that the accident pilot expressed an open interest in working for the flight school once he obtained the required certificates, and he continued to work towards completion of a CFII certificate. The flight school president said that after reviewing the pilot's past performance, and while closely monitoring his recent progress, he, along with other senior flight school management personnel, collectively decided not to offer the pilot a position. Additionally, the group elected to discontinue any further flight-training activities with the accident pilot citing serious safety issues and concerns. In an interoffice memo dated October 4, 2004, the president summarized comments about the accident pilot that were provided by flight school personnel. The memo states, in part: "Over confident. Thinks he is much better than he is. RED FLAG. Gets overloaded and freezes. Unable to recover from overload. Dangerous in this situation because he isn't able to collect himself and figure out what to do next. Lack of reality about own performance." In an undated, hand written notation in the upper right hand corner of the memo, it states: "Post CFI check ride, 9/27 and retest on 9/28, was not recommended for CFII check ride - Unable to meet PTS [practical training standards] - consistently."

The flight school's president said he, along with a group of senior flight school managers, met with the accident pilot and informed him of their decision. The accident pilot then left the flight school, without completing his CFII certificate.

Previous Work Experience

On October 26, 2004, the accident pilot was hired as a helicopter flight instructor for a large helicopter flight instruction school, with multiple locations in Arizona, and other states. The flight school operated a large fleet of Robinson R22 and R44 helicopters, which were used for primary helicopter flight instruction. During a telephone interview with the NTSB IIC on March 8, 2006, the manager and chief flight instructor for the flight school's Mesa, Arizona, facility reported that the accident pilot worked for his school until his termination on July 7, 2005. He said that while the accident pilot was employed with the flight school, he accumulated about 800 hours of flight time while flight instructing in Robinson R22 and R44 helicopters. The manager stated that he was forced to terminate the accident pilot's employment due to a series of unheeded warnings concerning safety related standards, as well as his overall lack of performance. In a memo from the accident pilot's employment records dated July 7, 2005, the same day the accident pilot was terminated, the manager wrote, in part: "[The pilot] had a hard landing this morning. Said that it was the student's fault. Said that student got low rotor on go around from autorotation, and he did not catch it in time. They did a run on [landing] at 70 knots, went sideways, and ended up in the dirt. Very close call."

On July 25, 2005, the accident pilot applied for a job as a flight instructor with an operator of Robinson R22 and R44 helicopters located in Augusta, Kansas. During a telephone conversation with the NTSB I...