N445AB

HISTORY OF FLIGHT

On April 30, 2011, about 2030 eastern daylight time, a Robinson R-44 II helicopter, N445AB, registered to Penn Helicopters LLC, Freidens, Pennsylvania, was substantially damaged following a collision with buildings in an urban section of Indiana, Pennsylvania. The commercial pilot sustained serious injuries, 1 passenger sustained serious injuries, and 1 passenger sustained fatal injuries. The helicopter was being operated under local contract as an aerial filming flight under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from the Indiana County Airport (Jimmy Stewart Field), Indiana, Pennsylvania, about 1930.

The helicopter was being flown with a three person filming contingent onboard. The purpose of the filming was to capture real time police activities. In particular, the helicopter was following the movements of police vehicles on the streets of Indiana, near the campus of Indiana University of Pennsylvania. Several witnesses reported seeing the helicopter operating at a low altitude above the city streets. They characterized the helicopter as flying slowly and making 90-degree and 180-degree turns while in a level attitude.

One of the passengers reported the following: After takeoff, the pilot flew the helicopter around the city for two laps at an altitude of approximately 1,000 feet. After the laps around the city, the helicopter was flown to a lower altitude to facilitate filming of police cars. While following over top filming the cars, the helicopter turned about 180-degrees while not moving in a forward direction. The helicopter then started bucking (forward and backward motion), and at the same time, began to spin downward.

A person who was out to dinner in the vicinity of the accident area reported that he saw the helicopter flying about 100 feet AGL at a very slow rate of forward airspeed in a west to east pattern making multiple passes. He said that the helicopter was making 180-degree flat turns (without a banking attitude) and then flying toward the center of town. He said that he told his dinner companion that he thought the helicopter was well below a safe altitude for any emergency procedure and that he was concerned for the safety of the crew of the aircraft. He said that he tried to call the Indiana County Airport at 20:31 to notify them of the low flying helicopter. A few minutes later, he saw the helicopter flying in a north westerly direction and then saw what he believed to be a short sudden autorotation whereby the helicopter lost altitude. He said that the nose of the helicopter pitched up and the tail went down. He estimated the forward airspeed was under 20 knots and the helicopter was about 100 feet AGL. He thought that the helicopter had recovered as it went out of his view and he did not hear the noise of the engine anymore. About 2-3 minutes later he was informed that there was a helicopter crash. He proceeded to the accident site to offer assistance to first responders.

In NTSB Form 6120, submitted by the pilot, he stated that he had no memory of the accident sequence due to head injuries.

There were no reported radio or distress calls from the helicopter before the accident. The helicopter was operating below the threshold for the nearest radar stations, therefore no radar data was available for the accident flight.

First responders from the Indiana city police and fire departments took charge of the accident site and expeditiously transported the 4 occupants of the helicopter to a local hospital. There were no reported injuries to persons on the ground.

PERSONNEL INFORMATION

The pilot held commercial certificates for Multi-Engine Airplane (MEL), single-engine airplane (SEL), Rotorcraft – Helicopter, and Instrument Airplane. He also held flight instructor certificates for Single-Engine Airplane and Rotorcraft – Helicopter.

He held a valid second class FAA medical certificate, dated June 17, 2010.

The pilot's total flight hours were 1,492 (all aircraft) as reported on the submitted NTSB Form 6120, of which, 388 hours were in rotorcraft. A review of the pilot's logbooks showed about 347 hours in the Robinson R-22 model helicopter and about 40.5 hours in the Robinson R-44 model helicopter.

AIRCRAFT INFORMATION

2005 model Robinson R-44 II had about 276.9 hours at the time of the accident. The helicopter was configured with a single set of flight controls at the pilot station. The installed Lycoming IO 540 engine (original equipment) had about 279.0 hours.

Calculated weight and balance showed that the helicopter was within flight operating limits for the accident flight.

METEOROLOGICAL INFORMATION

Local witnesses stated that the weather was mild with little to no wind. The nearest weather reporting station was located at the Indiana County Airport IDI, about 10 miles from the accident site. The reported weather METAR at 2015 local time was clear, wing from 160 degrees at 4 knots, and 10 miles visibility.

METAR KIDI 010015Z AUTO 00000KT 10SM 16/04 3014 RMK A02

FLIGHT RECORDERS

The helicopter was not equipped with hardened recording devices. However, a professional video camera was recovered from the wreckage and sent to the NTSB Vehicle Recorder Laboratory, Washington DC, for evaluation.

WRECKAGE AND IMPACT INFORMATION

General on Site

The accident site was confined to an urban area amidst several 2-story buildings. The helicopter struck the tops of 2 buildings and came to rest along the side of one building in a nose down position. The accident site was confined to an urban area amidst several two story buildings. The helicopter struck the tops of the two buildings and came to rest along the side of one building in a nose down position, with the cabin section crushed upward on the left side. The first impact points were identified on the top edges of the two buildings, and were consistent with main rotor blade strikes.

One main rotor blade was found sheared near its blade root and was located on the roof of the white building. The other main rotor blade showed impact damage along its leading edge corresponding to scars located on the red brick building. The tail rotor blades showed damage consistent with side load impacts. The cabin section was crushed upward on the left side. The first impact points were identified on the top edges of the two buildings. The impact points were consistent with main rotor blade strikes.

The helicopter was transported to a hangar at the Indiana County Airport for detailed examination.

Airframe Structure and Cabin

The airframe appeared to have impacted in an extreme nose low, left skid low attitude. The entire fuselage and all of the cowlings were deformed. The mast fairing sustained impact damage to its leading edge and was deformed around the lower edge. There was no evidence of contact between the main rotor blades and the tailboom. The upper vertical stabilizer had white, yellow and black scuff marks on its left side at the leading edge, running forward and aft. It was bent to the right approximately 35°. The tail rotor guard and tail skid were not damaged.

Parts of the roof, door posts, windshield bow, cyclic stick, seat back supports, seat bottom support structures and some of the seat belts had been cut by first responders to extract the occupants. The upper cockpit console was separated from the lower console and tethered by wiring and tubing. The lower console was deformed and displaced toward the left. All of the removable controls were located (stowed) under the forward left seat. The collective control was found in the full up position. The collective friction slider was bent at the lower mount about mid travel. The anti-torque pedals were found in a neutral position.

The forward right seat belt was found unbuckled and the shoulder harness was cut. The forward left seat belt was buckled and the belt was cut. The aft left seat belt was buckled and the belt was cut. The aft right seat belt was unbuckled.

All four seat support structures were deformed downward and forward.

The forward left door was not installed at the time of the accident. The aft left door had moderate impact damage, the right side doors had minor impact damage, and the chin bubble and left side of fuselage showed significant impact deformations. All 4 seat supports were crushed and deformed.

The upper vertical stabilizer was bent and had scrape marks and paint transfer marks matching the color of the building.

Landing Gear

The left skid and struts were found pushed aft rotating the cross tubes in the elbows. The toe section was found disconnected from the left skid tube and the forward strut. The aft strut was found disconnected from the lower frame and partially separated from the skid tube. Both cross tubes appeared to be straight. No abnormal scoring or paint transfer marks were observed on either skid tube.

Flight Controls

The flight control system had discontinuities due to impact forces. There was no evidence of pre-impact failures or disconnects of the flight control system. The tail rotor pitch change slider was free to slide along the tail rotor gearbox output shaft.

Fuel System

At the time of the examination, there was no fuel remaining in the primary and auxiliary fuel tanks. The FAA reported that fuel samples were taken at the scene before the helicopter was transported and appeared to be clean 100LL aviation fuel.

The main fuel tank was found separated from the cabin bulkhead and had impact damage to the inboard skin and the upper corner of the outer skin. The fuel cap was secure. The vent hoses were disconnected and were clear of blockages. The fuel feed and crossover lines were cut and/or disconnected for removal. The line B-nuts were found secured. The finger strainer was removed and found clear of blockages.

The auxiliary fuel tank had minor impact damage. The fuel cap was secure. T...