N7020U

HISTORY OF FLIGHTOn January 22, 2016, about 1100 Pacific standard time, a Robinson R22 Beta, N7020U, sustained substantial damage following the student pilot's loss of control while attempting to transition from a hover taxi to a climbing departure near Las Vegas, Nevada. The pilot received minor injuries. The solo instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no FAA flight plan was filed for the flight.

According to the pilot, the helicopter was rented from a fixed base operator (FBO) and FAR Part 61 flight school based at North Las Vegas airport (VGT), Las Vegas. The purpose of the flight was to practice maneuvers at a water retention basin that was located about 10 miles to the northwest of VGT. The area was a normal practice area for the FBO, and was referred to as the "northwest" practice area. A concrete levee, about 50 feet high, bounded the east side of the basin. The levee was oriented north-south, was topped by a roadway, and its west wall sloped about 25 degrees from horizontal.

In his written statement regarding the accident, the pilot reported that he met with his flight instructor, briefed the flight, and then both individuals preflighted the helicopter. The instructor then returned to his office facility, while the student continued with the flight preparations. Engine start and run up were normal, and the reported VGT winds were "variable" at 7 knots out of the south. The pilot was cleared for departure by the air traffic control tower about 1040, and proceeded to the practice area uneventfully.

The pilot intended to practice normal approaches to a pinnacle landing. He flew a right traffic pattern over the levee to verify wind direction, and to choose a location on the levee to which he would conduct the approach. He confirmed that the wind was still out of the south, and flew a northbound right downwind leg at approximately 500 feet above ground level (agl), at a speed of about 65 knots. He began a descent while turning onto the base leg, and maintained a descent rate of about 300 feet per minute (fpm) on final, while also decelerating. He brought the helicopter into a hover taxi at about 10 feet agl above the levee.

The pilot reported that he then "pushed forward" on the cyclic control to begin a climb out for another pattern. The helicopter began to yaw to the right, and despite application of full left pedal, continued its right yawing motion. The pilot "rolled off" the throttle in an attempt to decrease the yaw rate, and concurrently lowered the collective control. The helicopter continued its right spin, and began drifting to the west, over the concrete sloped portion of the levee. The pilot then decided to "gradually raise collective" in an attempt to reduce the descent rate before ground contact. The helicopter made a hard landing almost immediately after, but remained upright. The pilot then shut down the helicopter, and telephoned his flight instructor, who had remained back at VGT. In his statements regarding the accident the pilot reported that he did not observe any engine anomalies, or the illumination of the low rotor rpm light. Sketches provided by the pilot indicated that his arrival flight path was along the top of the levee, as was his intended departure path.

Damage to the helicopter included fracture-separated tail rotor blades, a buckled tail boom, and deformation of the landing skids. The helicopter was recovered to a secure location for subsequent examination. PERSONNEL INFORMATIONThe pilot reported that he held a student pilot certificate, and had a total flight experience of approximately 50 hours, all of which was in Robinson helicopters, and which included about 7 hours solo in the R22. He received his R22 solo endorsement in December 2015. His most recent FAA first-class medical certificate was issued in June 2015. AIRCRAFT INFORMATIONFederal Aviation Administration (FAA) information indicated that the helicopter was manufactured in 1998, and was equipped with a Lycoming O-360 series engine. When viewed from above, the main rotor blades rotate in a counter-clockwise direction. The tail rotor assembly is used to counteract the resulting helicopter nose-right torque.

Review of the maintenance records indicate that the most recent inspection of the helicopter was completed on December 22, 2015, when the helicopter had a total time in service (TT) of about 8,240 hours, and the hour meter registered 1,613.6 hours. That inspection was annotated as being in accordance with the manufacturer's "100/300 hour inspection." The most recent annual inspection of the helicopter was completed on October 8, 2015, when the helicopter had a TT of about 8,045 hours, and the hour meter registered 1,419.2 hours.

The maintenance records indicated that the right magneto that was installed on the helicopter at the time of the accident had been overhauled by Aircraft Electrical Components, Inc., and installed on the helicopter on July 17, 2015, when the helicopter had a TT of about 8,015 hours, and the hour meter registered 1,389.8 hours. At that time the engine had a TT of about 4,953 hours, and a time since major overhaul (TSMOH) of 1,389.8 hours.

The maintenance records indicated that a "B245-1 Gov Reg Motor Assy" was removed and replaced on November 24, 2014, when the helicopter had a TT of about 7,754 hours, and the hour meter registered 1,133.1 hours. The "245-1" citation incorrectly referred to the governor motor gear housing part number instead of the correct overall assembly designator "B247-5." METEOROLOGICAL INFORMATIONThe 1053 VGT automated weather observation included winds from 140 degrees at 6 knots, visibility 10 miles, clear skies, temperature 13 degrees C, dew point minus 6 degrees C, and an altimeter setting of 30.21 inches of mercury.

Both the pilot's flight instructor and the FAA inspector, who had significant experience flying helicopters in that region, reported that the flood basin area was subject to unpredictable winds due to topography and local heating as each day progressed. AIRPORT INFORMATIONFederal Aviation Administration (FAA) information indicated that the helicopter was manufactured in 1998, and was equipped with a Lycoming O-360 series engine. When viewed from above, the main rotor blades rotate in a counter-clockwise direction. The tail rotor assembly is used to counteract the resulting helicopter nose-right torque.

Review of the maintenance records indicate that the most recent inspection of the helicopter was completed on December 22, 2015, when the helicopter had a total time in service (TT) of about 8,240 hours, and the hour meter registered 1,613.6 hours. That inspection was annotated as being in accordance with the manufacturer's "100/300 hour inspection." The most recent annual inspection of the helicopter was completed on October 8, 2015, when the helicopter had a TT of about 8,045 hours, and the hour meter registered 1,419.2 hours.

The maintenance records indicated that the right magneto that was installed on the helicopter at the time of the accident had been overhauled by Aircraft Electrical Components, Inc., and installed on the helicopter on July 17, 2015, when the helicopter had a TT of about 8,015 hours, and the hour meter registered 1,389.8 hours. At that time the engine had a TT of about 4,953 hours, and a time since major overhaul (TSMOH) of 1,389.8 hours.

The maintenance records indicated that a "B245-1 Gov Reg Motor Assy" was removed and replaced on November 24, 2014, when the helicopter had a TT of about 7,754 hours, and the hour meter registered 1,133.1 hours. The "245-1" citation incorrectly referred to the governor motor gear housing part number instead of the correct overall assembly designator "B247-5." WRECKAGE AND IMPACT INFORMATIONThe pilot was practicing along the roadway atop the levee, which extended for about 1.1 miles, and that is where the accident occurred. The site was located about 8.6 miles, on a true bearing of about 305 degrees, from VGT. A mountain range was situated about 3 miles to the west of the site.

An FAA Inspector traveled to the accident location on the day of the accident, and conducted a follow-up examination 3 days later. The helicopter came to rest upright, facing uphill, approximately 2/3 of the way down the sloped levee wall.

Scrape marks from ground contact were limited to the sloped portion of the levee. Both skids were deformed upwards to the point that the remaining ground clearance was about 25 per cent of original. The cabin volume was not compromised, and the main rotor system, including the blades, was undamaged. The juncture of the tail boom and fuselage was deformed and partially fractured. Both tail rotor blades were fracture-separated from the hub assembly at about their 1/4 span points. The blade fractures were consistent with loads in the plane of rotation, as opposed to loads perpendicular to the plane of rotation. The lower vertical stabilizer was scraped and bent towards the helicopter starboard (right), consistent with ground contact while the helicopter spinning nose right.

There were no fuel leaks, and no fire.

No evidence of any preimpact mechanical malfunction or failures was noted during the examination of the helicopter. Refer to the public docket for this accident for additional examination details. ADDITIONAL INFORMATIONFAA Post-Recovery Examination

On January 25, 2016, subsequent to its recovery to Apex Aviation at VGT, the helicopter was examined further by the FAA inspector who initially examined it at the accident site. His findings included the following;

Both tail rotor (TR) pedals were free to make full travel movements. All TR push rod attachments were secure, and the rods had full and free movement. There was a minor anomaly with the forward bell crank in the gear box compartment; it showed evidence of a one-time contact with the firewall. Ho...