N30242

HISTORY OF FLIGHTOn March 22, 2015, about 1430 eastern daylight time, a Robinson Helicopter Company R44 II, N30242, impacted a two-story residence while maneuvering near Orlando, Florida. The private pilot and the two passengers were fatally injured, and the helicopter was destroyed. The helicopter was registered to a private individual and operated by HQ Aviation. The local 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 personal flight, which departed from Executive Airport (ORL), Orlando, Florida, shortly before the accident.

A review of voice transcriptions obtained from the Federal Aviation Administration revealed that the pilot contacted the ORL air traffic control tower to request his takeoff clearance. The pilot received a clearance, for a downtown departure leaving from the operator's helipad. Approximately 5 minutes later the pilot contacted the control tower and stated that he wanted to return to the operator's ramp. There were no other transmissions made by the pilot.

Multiple witnesses reported hearing a loud helicopter flying low, which caught their attention. As they looked in the direction of the sound they observed the helicopter descending into a tree. One witness watched the helicopter's main rotor blades break apart as it descended through the trees. The helicopter subsequently impacted a power line transformer before colliding with the residence and erupted in flames. The witnesses called the local authorities and attempted to extinguish the fire. PERSONNEL INFORMATIONThe pilot, age 48, held a private pilot certificate with a rating for rotorcraft-helicopter. A review of his logbook revealed he had a total flight experience of 124 hours, including 13 hours during the last 6 months. The pilot possessed a third-class medical certificate dated September 6, 2013, with no limitations or restrictions. Further examination of the pilot's logbook revealed he was signed off on August 9, 2014 for the special federal aviation regulation (SFAR) No. 73, which required him to have special training to operate the Robinson R-44. AIRCRAFT INFORMATIONThe helicopter was a Robinson Helicopter Company model R44 II that was manufactured in 2007. It was powered by a Continental IO-540-AE1A5 engine, rated at 235 horsepower. The Hobbs meter was destroyed and per the journey log the last known recorded airframe total time was 1,267.5 hours on the day of the accident flight. The last annual inspection of the airframe and engine occurred on October 31, 2014, at an airframe total time of 1,092.1. The last recorded 100 hour inspection noted under discrepancies "rotated TR pitch links" on December 28, 2014, at an airframe total time of 1,186.1 hours. This was also the last maintenance entry made in the airframe logbook.

Though no recent maintenance entries were noted in the helicopter maintenance logbook, there were entries in its journey log (flight log of every flight) that several maintenance flights were conducted in support of attempts to track and balance the main rotor blades. The maintenance flights were identified by (MX or MTX) in the journey log. The first flight was conducted by another pilot on March 1, 2015, and the pilot stated that the MX flight was conducted for a track and balance of the main rotor blades. The next MX flight was conducted on March 6, 2015 and March 11, 2015, by another pilot who stated the flight was conducted for a track and balance of the main rotor blades. The last MX flight was conducted on March 15, 2015, and was signed off by the operator to show that the work was completed.

In a telephone interview, the mechanic who performed the most recent track and balance of the rotor blades stated he performed the job in accordance with the R44 Maintenance Manual section 10.230, the tail rotor in accordance with section 10.240 and the fan in accordance with section 6.240. He said that he did not complete the work and the chief mechanic later completed the job. The chief mechanic stated that he was not clear where the previous mechanic had finished the previous day. Further interviews with the chief mechanic, revealed that he performed the last check and reading of the track and balance of the main rotor blades. He also mentioned that he replaced the belt tensioning actuator gear motor on March 10, 2015, but "forgot" to make all of the entries in the helicopter's maintenance logbooks. METEOROLOGICAL INFORMATIONThe recorded weather at ORL, at 1453, included winds from 240 degrees at 10 knots; 10 statute miles visibility, few clouds at 4,900, temperature 30 degrees Celsius (C), dew point temperature 18 degrees C, and an altimeter setting of 29.94 inches of mercury. AIRPORT INFORMATIONThe helicopter was a Robinson Helicopter Company model R44 II that was manufactured in 2007. It was powered by a Continental IO-540-AE1A5 engine, rated at 235 horsepower. The Hobbs meter was destroyed and per the journey log the last known recorded airframe total time was 1,267.5 hours on the day of the accident flight. The last annual inspection of the airframe and engine occurred on October 31, 2014, at an airframe total time of 1,092.1. The last recorded 100 hour inspection noted under discrepancies "rotated TR pitch links" on December 28, 2014, at an airframe total time of 1,186.1 hours. This was also the last maintenance entry made in the airframe logbook.

Though no recent maintenance entries were noted in the helicopter maintenance logbook, there were entries in its journey log (flight log of every flight) that several maintenance flights were conducted in support of attempts to track and balance the main rotor blades. The maintenance flights were identified by (MX or MTX) in the journey log. The first flight was conducted by another pilot on March 1, 2015, and the pilot stated that the MX flight was conducted for a track and balance of the main rotor blades. The next MX flight was conducted on March 6, 2015 and March 11, 2015, by another pilot who stated the flight was conducted for a track and balance of the main rotor blades. The last MX flight was conducted on March 15, 2015, and was signed off by the operator to show that the work was completed.

In a telephone interview, the mechanic who performed the most recent track and balance of the rotor blades stated he performed the job in accordance with the R44 Maintenance Manual section 10.230, the tail rotor in accordance with section 10.240 and the fan in accordance with section 6.240. He said that he did not complete the work and the chief mechanic later completed the job. The chief mechanic stated that he was not clear where the previous mechanic had finished the previous day. Further interviews with the chief mechanic, revealed that he performed the last check and reading of the track and balance of the main rotor blades. He also mentioned that he replaced the belt tensioning actuator gear motor on March 10, 2015, but "forgot" to make all of the entries in the helicopter's maintenance logbooks. WRECKAGE AND IMPACT INFORMATIONExamination of the accident site revealed that the helicopter came to rest on the top floor of a two-story residence, about 3 miles northwest of ORL, and on a 360 degree magnetic heading. The wreckage debris field was about 50 yards in circumference. All flight control surfaces were located at the accident site. Examination of the wreckage revealed that a post-impact fire was concentrated within the second story of the building where the helicopter came to rest. A postcrash fire had consumed a majority of the wreckage. The main rotor mast, head, and gearbox were found separated from the main wreckage and within the debris field.

Examination of the cockpit and cabin section revealed that the instrument console was destroyed by impact forces and fire. The collective and anti-torque pedals were found within the wreckage. The mixture was found within the wreckage in the full rich position and impact damaged. Examination of the flight control system revealed that is was fire and impact damaged. At the lower swashplate, the left forward attachment ear had no rod end hardware present, and could not be located. The rod end was present at the top of the left push pull tube, which was found within the wreckage.

The swashplate and push pull tube with the attached rod end were sent to the NTSB Materials Laboratory for further examination. The examination of the lower swashplate attachment lug bolt holes were examined for indications of damage or deformation. The side of the lug that butted up against the rod end was referred to as the "rod end-side" of the lug and the other side was referred to as the "opposite side." The rod end-side of the front left push-pull tube attachment lug exhibited an outward deformation along the outer lower portion of the bolt hole. There were no other notable features on the front left lug nor were there any signs of deformation on any of the other lugs.

Examination of the hydraulic control servos revealed that they were intact and the two forward servos had bends in their shafts and could not be moved. The aft servo piston was free to move when force was applied. The tail rotor pitch change slider was free to slide along the tail rotor gearbox output shaft.

Examination of the driveline revealed that the drive belts were completely burned away but displayed belt residue in the grooves of the upper and lower sheaves. The belt tension actuator was fractured between the anti-rotation scissors. The upper and lower actuator bearing were fire damaged. The lower bearing did not rotate when force was applied. The upper bearing rotated but dragged when force was applied. The sprag clutch was fire damaged and did not rotate. The forward flex coupling, main rotor gearbox input arm and main rotor gearbox was fractured. Further examination of the main rotor gearbox revealed that it was fire damaged. Th...