HomeMy WebLinkAboutPD 2013-01 Reports & Exhibits.pdfReport on Observations and Potential Issues Associated with Proposed Private Heliport
at 8880 Astronaut Blvd, Cape Canaveral, Florida
Prepared by
Ballard M. Barker, Ph.D., A.A.E.
Aviation Technical Associates
Satellite Beach, FL 32937
June 11, 2013
1. Purpose.
This brief study was commissioned to analyze the appropriateness of the proposed helipad at
8880 Astronaut Blvd, Cape Canaveral, including noise and safety issues.
2. Noise Background and Issues.
Local and national governments around the world, especially in Europe and North America, have
struggled with public policy and regulatory aspects of aircraft noise, especially in the vicinity of
landing sites, since the 1960s. There is also a long and well documented history of aircraft noise
issues and studies in the lay, professional, and academic bodies of literature. Most of the
research and public policy has been focused on noise generated by arriving and departing
airplanes at airports; because airports have traditionally been the largest, most intense, and
visible of the aviation noise problems. In recent decades, however, the rapid growth of
helicopter use in a wide array of private, governmental, military, and business activities has
raised a new category of aviation noise issues.
The helicopter presents three categorical differences from most airplane traffic for purposes
relevant to this report: (1) helicopters, by virtue of their operational characteristics, with which
anyone watching television is familiar, can operate from a multitude of diverse and dispersed
locations—their operations are not necessarily centralized at long-established and generally
accepted airports—they can operate "anywhere"; (2) the acoustical signatures of helicopters are
substantially different from those of airplanes of all sizes and propulsion types; and (3) while
airplane noise is concentrated in an elongated area centered on the flight path, and largely
behind the airplane, helicopter noise is propagated in a distorted spherical pattern. These three
differences mean that public officials must pay special attention to helicopter operations when
deliberating public policy and regulations.
Sound is not measured in absolute linear units, but rather on a logarithmic scale in units called
"decibels" that measure "acoustic energy," not "loudness." Acoustic energy is a physical
property and is directly measureable, whereas "loudness" is a perception based upon a complex
mix of intensity and frequency of sound, and characteristics of the receptor. For example,
sound with a given acoustic energy will be "louder" for a person with normal hearing than for a
hearing impaired person. Different persons and animals also have different aural sensitivities
that will affect their perceived loudness of the same sound. Sound metrics are not easily or
intuitively understood by the average person, but for purposes of this report it is important to
remember that the decibel metric is not linear, but logarithmic. Therefore every 3dB increase in
sound level represents a doubling of sound energy, but it takes about a 10dB increase in sound
level to double the loudness perceived by the typical healthy human ear. Sound energy can be
reflected from, and refracted around hard surfaces such as pavement and buildings. Outdoor
sound can also be attenuated via absorption by plowed soil or dense vegetation, for example.
Sound energy also dissipates with distance as it radiates spherically, such that every doubling of
distance reduces the sound energy by about 6 dB.
It is also important to stress the difference between calculated 24-hour average weighted sound
metrics and "spot" measurements of particular noise events at specific locations such as were
taken at the R-44 demonstration. Both are valid metrics, but each has a different place in noise
discussions. The former are not actual sound energy levels, but are engineering constructs
generated from computer models and cannot be physically measured; and they are properly
used for large area planning purposes. One cannot directly measure a 65 DNL, for example. A
65 DNL noise metric might be modeled from several hours of very low intensity events (e.g. 35-
45 dBA) interspersed with a number of very high intensity noise event (e.g. 90-110 dBA).
There is a long-standing international, and generally, accepted body of knowledge regarding
noise and sound measurement at airports; and acceptable limits of aircraft noise on the
surrounding communities. The US leads the way in this regard, and both the FAA and the
Environmental Protection Agency, have developed various metrics and acceptable average noise
levels for various community environments, or land uses. Those metrics and standards tend to
focus on "yearly day -night "averages" of noise predominantly generated by airplanes flying fixed
routes to an airport, and an airport that is probably already located within a noise -compatible
land -use zone (FAA AC 150/5050-6, 1977; Federal Agency Review of Selected Airport Noise
Analysis Issues, 1992). Examples of metrics most commonly used for those purposes are Day -
Night Average Sound Level (variously symbolized as "DNL" or "LDN") and Community Noise
Equivalent Level (CNEL). Those various average metrics are computer generated, cannot be
directly measured by sound meters, and do not correlate to spot noise meter samples. The
emerging problem is, as is the case of this application to Cape Canaveral, how to deal with
frequent helicopter operations into and from dispersed locations within a community; and with
the substantially different acoustic signatures of the helicopter vis -6 -vis the airplane. Noise
measurements and standards that may be appropriate for 24-hour per day airplane operations
into airports are NOT appropriate for helicopter operations concentrated in certain portions of
the day in diverse sites within a community (ANSI cited in FICON, 19921. The appropriate metric
for measuring individual flight events would be Maximum Fast A -Weighted (LMAX) sound level.)
or Effective Perceived Noise Level (EPNL). The Perceived Noise Level (PNL) metric was
developed specifically to measure aircraft noise levels as sensed by persons on the ground and
Effective Perceived Noise Level (EPNL) is a calculation that approximates human annoyance
responses to complex aircraft noise, and is used by the FAA for noise certification of helicopters
(FICON, 1992).
The applicant, Florida Biplanes, has submitted two noise documents in support of its application.
The first is the FAA approved sound level (SEL) of 80.9 dBA for a single event flyover at 492 feet
above ground level (AGL) (R-44 POH, 2002). That physical measurement can be assumed to be
correct for the sample conditions, but SEL does not measure human response and annoyance by
sound—those more appropriate concerns for this case are best represented by PNEL, which the
Volpe Center's National Park Service study (discussed later in this report) determined to be 93.0-
95.6 dBA at a point 200 feet horizontally from a flight path 500 feet above the receptor
(coincidentally, the same distance as the AJT primary building from the proposed
helipad)(Volpe, 2010). The second document is a Robinson Helicopter Company letter dated
October 21, 2003. There are at least three problems with this letter in the context of the
application to the City of Cape Canaveral. First, the CNEL metric was developed in California as
an alternative metric to the very similar DNL more widely used in the USA and globally. Second,
CNEL and DNL and other similar 24-hour, day -night weighted averages are large area, long term
planning tools—they are NOT the appropriate metric for localized noise impacts such as might
occur if the heliport proposal is approved. The CNEL grossly underestimates the noise impacts
of concentrated events on a relatively small area such as 8880 Astronaut Blvd and it's immediate
neighbors. Third, the calculation example offered is for a tiny fraction of the number of flights
the applicant would like to have at the proposed site.
It is well documented that the acoustic signatures of all helicopters are substantially different
from those of airplanes. Helicopter noise signatures often contain more "noise" in the lower
frequencies of the sound spectrum, and they usually have very different dynamic characteristics.
While airplanes present a fairly steady arriving and departing volume and tonal quality in
accordance with the "Doppler Effect," helicopters have a noise dynamic that is typically
described as "impulsive noise" that is usually associated with rotation of the main rotor blades
and a phenomenon known as "blade slap." That is the iconic sound of the UH -1 "Huey'
helicopters of Vietnam War fame—the "whop -whop -whop" sound that almost anyone of age
recognizes. Although the intensity of the "blade slap" varies from one helicopter to another, it
always exists; and it always aggravates the perceptible noise problem, as reported and
documented in numerous studies such as the FAA's "Nonmilitary Helicopter Urban Noise Study"
Report to Congress (2004). A number of studies have shown helicopter noise to be 7 to 15 dBA
more annoying to persons on the ground than airplane noise. That is to say, helicopter noise of
50 dBA would be as annoying as airplane noise of 57-65 dBA. Alternatively, if local zoning
allowed "airplane" noise levels of 65 Ldn, the perceived noise levels of helicopters operating in
the same environment might be 80 dBA—well beyond what many people might find reasonable
or acceptable. It has also been found that helicopter noise generates secondary "noise" by way
of vibrations in structures impacted by helicopter primary noise. Certain low frequencies in the
helicopter noise spectrum cause structures and items within structures to generate annoying
vibrations, whether or not consciously perceived (FAA, 2004). One study documents that this
vibration, or "rattle effect," may add the equivalent of 10-20 dB to measured sound levels with
respect to building occupant annoyance.
The "noise" literature also documents the "psychoacoustic" aspects of helicopter flights into a
locality. A number of studies have shown that there is a subjective, non-measureable (in
physical terms), but very real human response that finds helicopter noise up to 15 dBA more
annoying than equivalent measured airplane noise levels. This psychoacoustic effect is thought
to result from a complex mix of startle effect, psychological space intrusion, disturbance of
ambient mood, disturbance of quietude, privacy issues, and general annoyance. It is also
strongly shaped by the public's perceived importance of the helicopter flights making the noise.
For example, police and medical flight operations into a given heliport have lower
psychoacoustic penalties than do "less essential" flight operations such as private transportation
and sightseeing (DEFRA, 2008; FAA, 2004).
3. FAA Study of R-44 Noise in Aerial Tour Operations.
Aerial tour operations at scenic locations and national parks generate a great deal of public
controversy and have been the subject of years of public -government policy discussions. In
2000, the US Congress passed the National Parks Air Tours Act which directed the FAA and
National Parks Service to study the problem and develop air tour management plans. The FAA
commissioned a comprehensive two-year study that was conducted by the Volpe National
Transportation Systems Center, and published in 2010. It focused on the noise profiles of six
aircraft in the full range of aerial tour operating profiles, to include the Robinson R-44 "Raven."
The instrumented study measured noise at several distances and for each directional quadrant
for every reasonable phase of flight for the subject helicopters, to include: hovering in and out
of ground effect; take -off, acceleration and climb; tour cruise at various speeds; and descent,
deceleration, and landing. One of the sound metrics was "Effective Perceived Noise Levels,"
variously symbolized as LEPN, EPNL, or EPNdB in different conventions. The level of effective
perceived noise, or LEPN, is a measure of complex aircraft flyover noise that approximates
human annoyance responses; and is used by the FAA as an appropriate metric for helicopters
The Volpe Center testing yielded the following LEPN range of values for the R-44 in different
quadrants around the flight path. All data are presented for (a) 200, (b) 400, (c)1000, and (d)
2000 foot slant distances from the helicopter flight path, respectively:
■ Level cruise at 500 feet AGL: (a) 93.0-95.6 (b) 86.2-88.8 (c) 76.5-79.0 (d) 68.3-70.7
■ Takeoff departure @ 39 kts: (a) 96.0-99.8 (b) 89.2-93.0 (c) 84.5-88.3 (d) 71.3-75.1
■ Departure climb @ 42 kts: (a) 95.8-98.3 (b) 89.0-91.4 (c) 79.2-81.7 (d) 71.1-73.5
■ Landing approach descent @ -6 degrees & 67 kts: (a) 94.1-95.5 (b) 87.4-88.7
(c) 77.5-79.1 (d) 69.1-71.0
4. Noise Demonstration Conditions at Proposed Heliport Site.
Public demonstrations of R-44 operations from the proposed heliport site were conducted May
14, 2013 between approximately 2:20-2:40 PM. Public officials, members of the community,
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news media, and other interested parties were invited to attend. This consultant used a
handheld sound meter to measure ambient and flight demonstration noise at and near the
proposed heliport site and at the adjacent property, and a member of Cape Canaveral's
municipal government used a simpler handheld meter to sample demonstrated sound at the
site and at various points along the proposed aerial tour route. It must be emphasized that
while such spot samples taken in uncontrolled conditions have some anecdotal value, they are
no substitute for properly designed and instrumented noise studies. It must also be understood
that spot samples in dBA such as were collected on May 14 by both parties cannot be equated
to the computer-generated 24-hour average weighted values indicated by DNL/LDN or CNEL.
The instrument and demonstration site conditions on May 14 are described below:
■ A "Center 322 Sound Level Meter/Data Recorder", SN -050903832, conforming to IEC651
Type2 and ANSI S1.4 Type 2 standards for noise measurements
■ Frequency range: 31.5 Hz -8 KHz, with selective "A" or "C" frequency weighting.
■ Four digit display with 0.1dB resolution and 0.5 second update
■ Time weighting: Fast -125 ms, Slow -1.0 sec
■ Accuracy: +/- 1.5 dB (ref conditions @ 94 dB and 1 KHz)
■ For this demonstration sampling, all measurements were in the "dBA-Fast" mode.
■ Ambient weather: Temperature -79F, Relative Humidity -41%, Wind -NNE, 12 kts
■ The proposed heliport site is located on a rectangular parcel of land with a width and
length of approximately 210 feet and 485 feet, respectively. The narrow side faces on
Astronaut Blvd. (Highway AIA), and the long axis is oriented in a NE -SW direction parallel
to Imperial Blvd. About 20% of the parcel is covered with derelict pavement, and the
remainder is covered with fairly dense weeds, shrubs, and tree -like vegetation growing as
high as 10-15 feet along the northeastern and northwestern property lines.
■ The dense vegetation along two sides of the demonstration site parcel attenuated
measured sound levels at adjacent properties during the demonstration, and once the
parcel is cleared and leveled per city requirements, the sound levels at adjacent
properties will definitely be 2-3 dBA higher.
R-44 Demonstration Sound Observations.
■ 1:05PM: Southeast side of primary AJT building, meter panning 220-180 degrees (SW -S),
looking in an arc from the Race Trac station to the proposed helipad site. Measured
range: mid -50s dBA without significant peaking.
■ 1:10PM: Stop sign at AJT driveway and Highway AIA, meter pointed SW, looking at the
Race Trac gasoline station. Measured range: mid -60s dBA, with 74-76 dBA peaks at
about 1 -minute intervals caused by passing heavy trucks or motorcycles.
■ 2:15-2:20PM: Northeast corner of heliport parcel adjacent to intersection of AJT and
Florida Beer Company property line fences, and about 15 feet from the AJT secondary
building. Meter pointed 220 degrees MH (SW) (toward spot used for demonstration
helipad). R-44 helicopter parked on pad with engine shut down. Measured range: 49-52
dBA, with no significant peaking.
■ 2:22PM: Same location and meter orientation, as above. R-44 engine running at ground
idle on proposed helipad. Measured range: 52-53 dBA steady.
■ 2:23PM: R-44 lift-off from pad and take -off climb on MH of @ 040-050 degrees (NE).
Meter oriented toward, and following, the moving helicopter. Measured sound levels
rose to low 70s dBA as R-44 lifted from pad, and quickly rose to 88.3 dBA as the
helicopter crossed the property line at an estimated lateral distance of 80 feet, and
estimated altitude of 60 feet.
■ 2:29PM: R-44 landing approach to SW. Measured sound levels were in mid -50s dBA
when the R-44 was visually spotted at an estimated distance of one-half mile to the NE,
rose steadily to 89.3 dBA over the property line (location described above), and steadily
dropped to 78 dBA as the R-44 descended to a landing on the demonstration pad.
■ 2:31PM: R-44 take -off to the NE. Measured sound level of 89.3 dBA over the property
line.
■ 2:33PM: R-44 landing approach to the SW. Measured sound level of 89.8 over the
property line.
■ 2:35PM: R-44 take -off to the NE. Measured sound level of 86.2 dBA over the property
line.
■ 2:36PM: R-44 landing approach to the SW. Measured sound level of 87.2 dBA over the
property line.
■ 2:42PM: R-44 hovering in ground effect on pad site in preparation for take -off, at 100
foot distance to the SW. Measured sound level range of 89.3-90.0 dBA as the R-44
rotated over the pad.
5. Noise Findings.
Ambient noise measurements at the AJT building and at the NE end of the AJT parcel were
in the low -to -mid 50s dBA which, on commonly use descriptive scales, equates to a "small
town/quiet suburban to low density urban" sound environment. When ground idling on the
helipad, the R-44 noise was masked within the ambient noise levels; but in both the takeoff
and landing approach sequences, the sound increased from the mid-70s dBA when the R-44
was over the helipad, and increased to the high 80 dBA range when overhead the AJT and
Florida Beer Company property lines. Therefore, actual noise energy increased four -fold (20
dBA) at lift-off and eight -fold (30 dBA) at property lines north and east of the demonstration
helipad site. Those noise levels, if occurring on a continuous basis would be characteristic of
the noise experienced under the flight path of a major airport one-half to a mile from
runway ends (FICON, 1992). As intermittent noise events, the R-44 operations at the
extreme are the equivalent to a USAF C-130, Boeing 767, or a Learjet taking off at full thrust
at a distance of 1,000 feet (FICON, 1992). According to the Federal Interagency Committee
on Noise, "...some degree of indoor speech interference would be expected whenever
exterior noise levels exceed 75 dB to 85 dB..."(FICON, 1992). If the applicant conducts just
four aerial tours per hour, that would be eight noise events (4 X landings and takeoffs) per
hour that would be loud enough to interfere with speech in AJT buildings. If the AJT parcel
owner decided to improve his property by the construction of another three-story office
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building at the rear of his parcel, there would be significantly greater negative effects from
the aerial tour operations. The R-44 takeoff and departure path would be just 100-120 feet
distant, and virtually at eye level for third floor occupants. It would not only be visually
distracting, but increase LEPN levels to about 102-106 dB abeam the building. Those levels
are sufficient to substantially degrade interior speech discrimination.
■ FAA approved flight testing for aircraft certification established that the R-44 has an SEL 80.9
dBA noise signature in level cruise flight at 492 feet above ground level (AC & R-44 POH).
That is the same altitude as is proposed for the helicopter aerial tours, therefore each
passage of the tour helicopter would produce periodic sound events about 15-20 dBA
higher, and 2-3 times louder than ambient noise along any residential or lightly urbanized
portions of the flight path.
■ A review of the FAA Volpe Center's landmark study data on national park aerial tours is even
more relevant because it documents the "effective perceived noise levels" (dB-LEPN) of R-
44 operations in an aerial tour context (Volpe, 2010). The Volpe data reveals that the R-44
produces a distinctly high level of annoying noise in virtually every phase of aerial tour
operations, with all values being in the mid -to -high 90 dB range for every flight profile
(Paragraph 4, above).
6. Site Suitability, Safety, and Licensing Issues.
The proposed heliport site may well be good from the marketing and customer convenience
standpoint, but there are problematical issues with the utility and safety of the site, and
therefore with state licensing. The FAA does NOT license or in any way regulate private general
aviation heliports, or even airports, for that matter. The FAA does, however, have three distinct
involvements: (a) publish a large number of design and operational safety standards for public
airports and heliports that receive federal assistance or are certificated as commercial use
airports (such as FAA Advisory Circular 150/5390-2C); (b) conduct airspace analyses of proposed
new heliport sites to ascertain if the proposed site has airspace obstructions in the locality, and
to determine if operations from the proposed site would interfere with any preexisting airspace
uses, such as airport traffic patterns or approach paths; and (c) to garner information necessary
to update the broad array of aviation data bases and publications. Licensure of general aviation
airports and heliports is a state prerogative, and in Florida it is exercised by the FDOT in
accordance with Florida Administrative Code (FAC) 14-60, "Airport Licensing, Registration, and
Airspace Protection."
FAC 14-60 addresses site approval, design standards, and airspace protection in a way that
essentially mirror or incorporate FAA standards. Both the FAA and FDOT requirements are
designed to not only provide for safe operating conditions at a site, but to protect persons and
property around the landing site. FDOT and FAA standards specify minimum dimensions of
landing areas, and dimensions and slopes of imaginary approach and transitional surfaces in
airspace around the heliport, among other things. The site proposed by the applicant has
adequate space for the primary landing surface, but it has serious airspace issues.
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For a private -use (CFR 14 Part 91) visual flight rules (VFR)(clear weather conditions) heliport, the
floor of the approach surface starts at the "final approach and takeoff area" (FATO) surface and
extends upward and outward 4,000 feet, and to a width of 500 feet on a 8:1 slope. Airspace
above the approach slope must be clear of hazards and obstructions to flight. The applicant's
proposal for 8880 Astronaut Blvd. shows the heliport centered on the parcel and having both NE
and SW approach/departure paths (Allen Engr. Site Plan). At that, and any other feasible
location on the parcel, both the SW and NE approach/departure paths approach slope floors are
violated. The NW approach has utility lines along Astronaut Blvd/A1A penetrating
approximately 10 feet into the approach slope. On the SW approach (NE takeoff), which the
applicant says will be the primary approach/departure path, the approach slope is violated by 55
feet by an unlighted and unmarked, 164 foot tall, Verizon cellular tower centered on the
approach path. A cluster of Australian pines about 550-600 feet NE of the primary surface may
also penetrate the approach surface. The Florida Beer Company building structure lies just 10-
12 feet beneath the approach slope floor. If the AJT parcel owner were to decide to exercise his
property rights and build an additional 3 -story office building at the approximate location of the
present secondary building, that building would be right at the edge of the approach slope. FAC
14-60.007 (5)(k) states that an "airport" proponent must provide written confirmation that
safety considerations, as necessary, to "...help ensure the general public health, safety, and
welfare of persons on or about the airport..." are taken. That would presumably include such
items as "public protection" fencing and signage around the helicopter operating area (the
property line length along Imperial Blvd and the width of Astronaut Blvd frontage) and rotor -
wash protection to prevent waiting passengers or spectators from getting rotor -blown sand into
eyes or damaging parked automobiles. Any such public protection fencing and any other
structures on the parcel must also lie below the floors of any approach or transitional surfaces
as defined in FAC 14-60 and FAA AC 150/5390-2C. If any fueling of any kind is ever anticipated
at the site, then it would be expected that all 28 provisions of National Fire Protection Code 407,
"Standard for Aircraft Fuel Servicing," would be enforced by the Cape Canaveral Fire Marshall,
or other authorized public safety official.
As a highly experienced Army aviator, helicopter pilot, heliport operator, airport planner, and
aviation safety instructor, this Consultant has other public safety concerns and questions. While
it is true that the R-44 and other helicopters "can technically" operate from such a site,
especially in emergency, law enforcement, or military situations; that does NOT mean that it is a
good site for an established heliport regularly serving a large number of tourist flights daily. Just
because it might be feasible does not mean it is "smart" from a public safety point of view.
(1) Where could the R-44 safely autorotate in the event of power failure on takeoff or final
approach in either direction? The site is surrounded by utility lines on three sides and
building structures on two sides. The nearby streets and parking lots are usually fairly
congested with vehicles and landscaping. The undeveloped areas are, for the most part,
covered with sizable trees and have undesirable surface characteristics for safe
autorotational landings. If an aerial tour R-44 operating from this proposed site were to
have an engine power loss such as was experienced by the applicant's (Florida Biplanes)
Hiller U-12 helicopter (US Army designation: OH -23) in which the helicopter was
substantially damaged and one passenger was injured while autorotating from an altitude of
70 feet onto the smooth surface of the Merritt Island Airport on February 6, 2013; the result
would likely be a much more serious "crash landing" onto adjacent, and largely inhospitable,
property (National Transportation Safety Board Preliminary Report).
(2) If the applicant only uses the NE departure/SW landing path, as he has suggested, then the
helicopter will often be making "downwind" landings or takeoffs in the commonly strong
breezes of this beachside community. Downwind takeoffs and landings are not preferred,
because they reduce the angle of takeoff climb and power safety margin on landings. In
other words, when on takeoff departure climb to the NE in SW winds of 10 knots, the
vertical clearance over structures such as the Florida Beer Factory is reduced. The stronger
the wind, the lower the vertical clearance of takeoff obstructions.
(3) Section 5, "Performance," of the FAA approved Pilot's Operating Handbook for the R-44 has
a height -velocity chart illustrating combinations of airspeed and altitude "that should be
avoided." Operation in the "avoid area" is dangerous because in the event of a power or
transmission failure, the likelihood of a safe landing is remote to nil. The R-44 "Avoid
Operations" area (known in military slang as the "Dead -Man's Curve" or "Coffin Corner")
for a sea level takeoff includes flight more than 10 feet above ground level (AGL) over a
smooth, hard surface until the helicopter reaches an airspeed of about 30 knots, and above
25 feet AGL until it reaches 50 knots airspeed. This consultant observed the demonstration
flights on May 12, 2013, and believes that the R-44 was operated outside of the approved
operating envelope on that occasion, and would likely risk the same marginal takeoff profile
when loaded with aerial tour customers, even if the entire parcel was cleared of all
vegetation and debris. To reiterate, while such takeoffs are feasible, it begs the question of
public safety (R-44 POH, 2002).
7. Noise and Property Values.
Aircraft noise has long been acknowledged as lowering the quality of life and lowering real
estate property values in areas around airports and military airfields. That is one reason the FAA
allocates millions of dollars a year for commercial service airports to purchase noise impacted
properties in neighboring communities (FAA NPIAS). No studies of heliport effects on real estate
values are known to this consultant, but there are numerous studies relating to airport vicinities,
both in the US and Europe. One study in the Seattle -Tacoma Airport area found that property
values increased approximately 3.4% for each quarter -mile more distant a home was from flight
paths (Lane, 1998). Another larger and more comprehensive study of 33 airports took a
different approach, and described what has been termed the "Cumulative Noise Discount," or
CDI. The CDI near US airports that were studied averaged 0.58% per decibel (Nelson, 2004). As
a consequence, a $200,000 residence in a 55 dB sound exposure area, would be worth at least
than $20.000 less if the area's sound exposure increased to 75 db. If the proposed heliport and
aerial tour operation is ultimately approved for this site, the primary AJT office building will be
just 200 feet distant from as many as four R-44 takeoff and landing cycles (8 events) per hour
during office working hours, each subjecting the property to in excess of 75 dB of sound for
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perhaps 2-3 minutes per cycle—easily a doubling of "loudness" at the AJT property. The
secondary building, or any subsequent multi -story structure on the site, would be just 100-120
feet distant and be subjected to a quadrupling of loudness.
8. Summary of Consultant's Findings and Conclusions.
(1) The establishment of an aerial tour business operating an R-44 helicopter during daylight
hours and along the applicant's proposed route would only modestly increase the DNL or CNEL
noise ratings for the Cape Canaveral area if the R-44 noise profiles were included in the
computational database. However, the DNL and CNEL are not actual sound levels, and are NOT
representative of individual, or a steady series of actual sound events such as would be
experienced by persons and property near the proposed heliport site and its
approach/departure paths. The applicant supplied the aircraft manufacturer's CNEL noise
letter, apparently to demonstrate a benign noise level for the R-44 at low altitudes. Not only is
CNEL an inappropriate metric for the proposal presently under consideration, but the flight
frequencies used in the calculation were incredibly low. The FAA Volpe Center's study of aerial
tour noise impacts on national parks properly used Effective Perceived Noise Level (EPNL) as a
metric, and clearly documented EPNL levels for the R-44 in all flight profiles the applicant
would use to be well above what most people would find to be reasonable.
(2) Actual measured noise levels LMAX (dB) and Effective Perceived Noise Levels (EPNL) in the
heliport vicinity will definitely cause some level of speech interference, and certainly human
annoyance, even inside building structures within 400 feet of the heliport and its
approach/departure paths.
(3) The proposed heliport site and design do NOT meet the full range of operational safety
design standards as delineated in FAC 14-60 or FAA AC 5390-2C. The applicant, states an
intention to fully comply with those standards, but such compliance may not be feasible.
Although the applicant will be operating his aerial tours under the provisions of FAR Part 91, and
will have less vigorous inspections than certificated air carriers and airports, he should be
required to meet and document FDOT and FAA standards. Aerial tour passengers should expect
and be afforded the same level of operational safety as is provided to other commercial
passengers.
(4) Operation of frequent hourly/daily tourist flights from such a marginal site would present a
significant public safety hazard to tour passengers and persons and property on the ground in
the heliport vicinity in the event of a loss of significant engine power during the takeoff or
approach to landing phases of the tour flights.
References:
(1) FAA Advisory Circular 150/5050-6, Airport Land Use Compatibility Planning, 1977.
(2) Federal Interagency Committee on Noise (FICON), Federal Agency Review of Selected Noise
Analysis Issues, 1992.
(3) USDOTJ. A. Volpe National Transportation Systems Center, Aircraft Source Noise Measurement
Studies: Summary of Measurements, Data and Analyses, 2010.
(4) FAA Report to Congress, Non -Military Helicopter Urban Noise Study, 2004.
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(5) UK Government Department of Environment, Food, and Rural Affairs (DEFRA), Research into the
Importance of the Management of Helicopter Noise, University of Salford, UK, 2008.
(6) FAA Advisory Circular 150/5390-2C, Heliport Design, 2006.
(7) FAA FAR Part 77, Surfaces and Objects Affecting Navigable Airspace, 2007.
(8) FAA FAR Part 157, Notice of Construction, Alteration, Activation, and Deactivation of Airports,
1991.
(9) FAA Form 7480-1, Notice of Landing Area Proposal, 1993.
(10) Florida Administrative Code, Chapter 14-60, Airport Licensing, Registration, and Airspace
Protection.
11
RESUME
BALLARD M. BARKER, Ph.D., A.A.E.
Director, Center for Airport Management and Development
Director, International Programs, College of Aeronautics
Florida Institute of Technology, Melbourne, Florida, USA
EDUCATION
• Ph.D. in Geography (Land -Use Analysis), University of Oklahoma, 1976.
• M.A. in Geography (Regional Studies), University of Oklahoma, 1972.
• B.S. in General Engineering, U.S. Military Academy, 1965.
• M.B.A. Studies, University of Mississippi, 1987-89.
• U.S. Air Force Air War College, 1983.
• U.S. Army Command and General Staff College, 1977.
SUMMARY OF EXPERIENCE
Over 40 years of experience in increasingly responsible technical, leadership, and management positions in
aviation operations, airport management and development, aviation training and education, and
consultation. Airport experience encompasses master planning, facility design and expansion, airport
system studies, organizational development, business development, operational safety and security, and
airport maintenance at commercial service, general aviation, and military airports.
AVIATION EXPERIENCE AND QUALIFICATIONS
• Accredited Airport Executive — distinguished designation of American Association of Airport
Executives/International Association of Airport Executives
• Ten years experience as manager of military- and civil airports, to include four years experience as
executive director of -FAR Part 139 certificated commercial service airport and associated industrial
park.
• Experienced in planning and construction supervision of multi-million dollar civil and military airport
development projects involving terminals, hangars, aprons, runways, taxiways, and other airport
facilities.
• _ Six years experience as chief executive of large flying organizations in Asia and Latin America.
• FAA Commercial Pilot Certificate and US Army Master Aviator aeronautical rating with over 5,500
flight hours in 25 types of airplanes, helicopters, and gliders.
• Twenty-three years of experience as aviation educator and consultant. Regularly teach undergraduate
and graduate courses in airport planning, design, development, operations, safety, security, and
management. Develop and direct research and consultation activities, and facilitate governmental and
industry partnerships. Head of graduate program in airport management and development.
• Active general aviation pilot and airplane owner.
RESEARCH AND CONSULTATION
• Director, Center for Airport Management and Development, 1996 -present. Conduct consultation,
research, and technology transfers for domestic and foreign governments and private firms. Regularly
conduct professional development courses and seminars on airport planning, management, and
airspace planning for the FAA, airports, and aviation consulting funis.
• International Civil Aviation Organization airports consultant pool member.
• Project Manager, Academia Latinoamerica de Aviation Superior (ALAS), Republic of Panama,
development and operation bf ab-initio pilot training program for Latin American airlines, 2010 -
present.
• Co -Project Manager, Sierra Leone National Airports Authority Management Restructuring Study,
2010.
• Airport Management Advisor to Brevard County, Florida (four airports), 2006-2010.
• Project Manager, Valkaria Airport (Florida) Airport Master Plan study, 2005-2007.
• Director, Panama Aviation Educational Partnership (Airport, airline, and collegiate aviation education
and training program for Latin America), 2001 -present.
• Project Manager, Boeing -Chinese Civil Aviation Flying College Support Program -Phase lI and Phase -
III, senior manager development, organizational development, and safety and flight operations training
program (proprietary), 1999-2008.
• Principal Airport Consultant to UN Office of the High Representative to Bosnia and Herzegovina for
post-war civil airport reconstruction, financial feasibility, and management, June 1999-2000.
• Project Manager, Boeing -Chinese Civil Aviation Flying College Support Program, major aviation
management training, educational technology, and operations training program (proprietary), 1995-
1998. Awarded Boeing outstanding achievement award for success and timeliness of three-year
proj ect.
• Project Manager and Researcher, Three -Dimensional Airspace Analysis Process Evaluation, contract
for FAA and Florida Department of Transportation, 1997.
• Project Manager and Researcher, Study Design for Automation of FAA Airport Protection Criteria for
Navigational Aids, contract with Florida Department of Transportation (FAA funds), 1995-1996.
• Study Project Leader/Co-investigator, Florida Recreational Airport System Feasibility Study, contract
with Florida Department of Transportation 1995-1996.
• Consultant, Brazilian Airport System Development Project, International Civil Aviation Organization,
Rio de Janiero, 1994.
PUBLICATIONS
• Authored over 50 proprietary technical and management reports in support of contracts and research
grants performed on behalf of Florida Institute of Technology.
• William R. Graves and Ballard M. Barker, "Chapter 27: Airport Planning and Design," Handbook of
Transportation Engineering, McGraw-Hill, New York, 2004.
• Ballard M. Barker, "The Evolving Airport Management Environment," Airport Technology
International, April 2001.
• Ballard M. Barker, Final Study Report on Mostar International Airport, BiH, Aviation Technical
Associates for OHR-BiH, August 1999.
• Ballard M. Barker, Co-author and editor, Three -Dimensional Airspace Analysis Process Users
Manual, Florida Department of Transportation, 1997.
• Ballard M. Barker, Editor, Collegiate Aviation Review, University Aviation Association, Auburn, AL.
(Volumes 1993, 1994, 1995, 1996).
• Ballard M. Barker and Richard J. Adams, Visitor's Guide to Florida Airports, Tallahassee, FL.,
Florida Department of Transportation, 1996.
• Ballard M. Barker and Richard J. Adams, Florida Recreational Airport Feasibility Study: Final
Report, Florida DOT Contract B-9122, April 1996.
• Alan L. Devereaux and Ballard M. Barker, Airport System Planning Final Report, Brazil Ministry of
Aeronautics, Sponsored by International Civil Aviation Organization, Project BRA/92/006. 1994.
• Ballard M. Barker, Professional Airport Management, Melbourne, FL: Florida Institute of Technology,
1994. Text for capstone course in airport administration and management programs.
• Ballard M. Barker and William C. Jameson, Platt National Park: Environment and Ecology, Norman:
University of Oklahoma Press, 1975.
• Ballard M. Barker, "A Land Use Regionalization of South Korea Using ERTS-1 Imagery,"
Proceedings, 1976 Meeting of the Middle State Division, Association of American Geographers.
• Ballard M. Barker, "Hand -Held Aerial Photograhy-A Forgotten Tool?," Aviation Digest, January 1977.
• John B. Garver, Jr., and Ballard M. Barker, eds., Proceedings, Middle State Division, Association of
American Geographers, 1973-1975.
d
PROFESSIONAL ACTIVITIES
• Program manager and seminar leader, annual Senior Management Development Program for the Civil
Aviation Administration of China, 2008 -present.
• Instructor, OMA -ADP Senior Airport Management Development Seminar (Northern Mexico airports),
Monterrey, Mexico, September 2006.
• Instructor, Aeroports du Paris (ADP) Senior Airport Managers Development Program (French national
airport authority and international airport attendees), St. Tropez, France, November 2003.
• Invited lecturer, Aeroports du Paris Senior Airport Managers Development Program (North African
airport administrators, Carthage, Tunisia, March 2002, Topic: International Airport Business
Environments—Contracts and Risk Management.
• Invited lecturer, Aeroports du Paris Senior Airport Managers Development Program (Tunisian and
Moroccan airport managers), Tunis, Tunisia, March 2001.
• Invited lecturer, Aeroports du Paris Senior Airport Managers Development Program (Tunisian and
Moroccan airport managers), Tunis, Tunisia, March 2001.
• Instructor, Aeroports du Paris Senior Airport Managers Development Program (French and African
airport managers), Toulouse, France, 2000. Topic: International Airport Management Alternatives.
• Invited lecturer, aviation management and engineering program, Ecole Nationale de L'Aviation Civile,
Toulouse, France, March 9, 2000. Topic: Global Airport Management, Environments, and Patterns
• Lecturer and participant, Aeroports du Paris (ADP) Senior Management Development Program, Ecole
Nationale de L'Aviation Civile, Toulouse, France, 1999. Case study on foreign airport management
modes and privatization issues.
• Lecturer, airport management and engineering program, Ecole Nationale de L'Aviation Civile,
Toulouse, France, 1999.
• Consultant, on aviation educational credential and experience evaluation, Educational Assessment, Inc.
• Vice -President, Council on Aviation Accreditation, 1996-1998
• Trustee, Council on Aviation Accreditation, 1993-2001.
• Editor, Collegiate Aviation Review (refereed journal) , 1993-1996.
• Editorial Board and Reviewer, Collegiate Aviation Review, 1996 to 2011.
• Editorial Board, Journal ofAir Transportation Worldwide, 1996 to 2008.
• President and officer, Mississippi Airports Association, 1987-89.
• Member, regular attendee, and frequent invited speaker on airport management, planning, and facility
development at professional meetings and conferences of the following organizations: University
Aviation Association, Council on Aviation Accreditation, American Association of Airport
Executives, and Florida Airport Managers Association.
0
SUBJ: JASC C
Fuel Tank Retrc
FAA
Aviation Safety
SPECIAL AIRWORTHINESS
INFORMATION BULLETIN
2810 Fuel Storage Robinson Helicopter Company Bladder SAM SW -13-11
Date: December 26
This is information only. Recommendations aren't mandatory.
Introduction
This Special Airworthiness Information Bulletin (SAIB) alerts owners and operators of the
availability of a fuel tank bladder retrofit program for enhanced safety on Robinson Helicopter
Company (Robinson) Model R44 and R44 II helicopters.
Background
2012
Robinson Helicopter Company has issued Service Bulletin SB -78B, Revision B, dated
September 28, 2012, which specifies that R44 helicopters with aluminum fuel tanks be retrofitted to
add bladder -type tanks and associated fuel system components. In addition to a factory retrofit
program, a field kit is also available. The new bladder tank and fuel system components will improve
the R44 fuel system's resistance to a post -accident fuel leak and possible fire.
Recommendation
We recommend that owners/operators of Robinson helicopters incorporate SB -78B, Revision B,
dated September 28, 2012.
For Further Information Contact
Danny Nguyen, Aerospace Engineer, FAA Los Angeles Certification Office, ANM-140L, 3960
Paramount Boulevard., Lakewood, CA 90712; phone: (562) 627-5247; fax: (562) 627-5210; e-mail:
danny.ng-uyen@faa.gov.
For Related Service Information Contact
Robinson Helicopter Company, 2901 Airport Drive, Torrance, CA 90505, phone: (310) 539-0508;
fax: (310) 539-5198; e-mail: www.robinsoiiheli.com.
F-1 CD E3 I Pq ES C) "
HELICOPTER COMPANY
2901 AiI port Drive, 90505 Phone (310) 539 0508 Fax 1310) 539-5198
R44 SERVICE BULLETIN SB -78B Page 1 of I
2_ATE. 20 December 2010 RREV B: 28 September 2012
R an _-Li-owners, operators, and maintenance personne�
44 d
_4
ROTO RC RAFT AFFECTED: R44 helicopters S/N 0001 thru 2064, and R44 11 helicopters
S/N 10001 thru 12890, unless previously accomplished.
HUT :961 1:1141A
BACKGROUND: This bulletin requires R44 helicopters with all -aluminum fuel tanks to
be retrofitted with bladder -type tanks. In addition to a factory retrofit program, a field kit
is now available. To improve the R44 fuel system's resistance to a post -accident fuel
leak, this retrofit must be performed as soon as possible.
Order one KI -196-1 kit for R44, or one KI -196-2 kit for R44 H. from RHC Customer
Service and install per kit instructions. Kit includes main and auxiliary bladder tanks,
installation hardware, hoses, and instructions. Kit instructions also available online at
ww%v.robi�isoiiheii,cornM-iLYF--B(LE-,LELI U BN19QAAXF\1F,,XKV90
111� 11 111 ZE111
Note: Retrofit requires substantial sheet-rnetal work. Paint refinishing for aesthetics
may be desired.
Parts: $6800 for KI -196-1 or -2 kit. Reference helicopter model and serial number.
Fuel tanks are supplied painted white.
Note, Normal Service Center discounts do not apply. (Refer to RHC rnemo dated
28 May 1997.)
Small helicopter down in LA's Griffith Park I www.ktvu.com
vin�
Tuesday, June 11, 2013 14:56 p
Sign In I Register
KPIULCOM
-.-u
San Jose 73"
SFO Airport 65'
Oakland 68"
• StorniTracker 2
5 -Day Forecast
Weather Webcast
Posted: 3:22 p.m. Thursday, June 6, 2013
Small helicopter down in LA's Griffith Park
Page I of 2
KTVU-AP
LOS ANGELES — A small helicopter has crashed on a ridge in Los Angeles' rugged Griffith Park.
KCAL -TV reports the private Robinson R44 helicopter went down about 2:30 p.m. Thursday.
Fire Department spokesman Erik Scott says three people aboard the aircraft suffered minor injuries, and a park ranger who
went to the scene suffered possible heat exhaustion, The ranger's been hoisted into a Fire Department helicopter for a
flight to a hospital.
The crash left the helicopter, its tail boom broken, lying on its side near a ridgeline trail.
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http://www.ktvu.coi-n/news/news/small-helicopter-down-las-griffith-park/nYDxn/ 6/11/2013
Nationaf,rra4iportafiou '�-Vety Board
EI.-NRIEPORT
A,N,71ATIG-N
w,
NT BID WPR13LA217
Printed on : 6/12/20,13 12:50:38 PM
fs9ost Cribcai lram'v None
I OCCLVfence Date. 05/0212013 Vnvesaigated E3v NTSB I
Occurrence -Type, Accident
Nkaarest City"Place a r e Zip Code Local'Tmie Tme Zwie
Pomeroy WA 99347 1550 PDT
Aircraft Infonration
---
Registrat[on rJUmber &rcraft fJarufaCtUre7
r Modelpef@eN
s Umber
N442RN ROBINSON R44 Il
'Type of &rcraft Helicopter Arrialeur Hudd Avu, a ft' ? No
h1JUfy SUrnmary "atal ri<nr5
L
Revenue Sightseeing Flight: No Air Medical Transport Flight: No
Narrative
PnO ravaWp StW.emLnt "J facts condlgions,and cifcurlst,-jnces rertment tcp
SE 24..-.1eStl :f a, May 4
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PRELIMINARY 1 --\ SFO RMA"riON - SUBJECT TO CHANGE Flag e 1
T. sPa fc tieacg
National Tran�i'ortation §i#ety Board
PRELIi1#!N'ARY'.R1@PORT
'l ._ ` !
NTSB ID: WPR13LA217
Occurrence Date: 05/02/2013
Occurrence Type: Accident
Other Aircraft Involved
Registration Number
Aircraft Manufacturer
Model/Senes Number
Accident Information
Aircraft Damage: Substantial
Accident Occurred During:
Crew
Name
Certificate No.
Injury
Pilot
On File
On File
None
2
3
4
5
6
Operator Information
Name
Leading Edge Aviation
Operator Designator Code
Doing Business As
Street Address
City
Clarkston
State
WA
Zip Code
99403
-Type of Certificate(s) Held:
Air Carrier Operating Certificate(s):
Operating Certificate:
Operator Certificate: Agricultural Operator
Regulation Flight Conducted Under: Part 137: Agricultural
Type of Flight Operations Conducted: Aerial Application
Flight Plan/Itinerary
Type of Flight Plan Filed: None
Last Departure Point
Pomeroy
State
WA
Airport Identifier
Destination
Local Flight
State
WA
Airport Identifier
Weather Information
Investigator's Source. Automated Report
Facility ID= LWS
Observation Time (Local): 1556
Sky/Lowest Cloud Condition: Clear
Ft. AGL
Lowest Ceiling: None
FL AGL
Visibility: 10 SM I
Altimeter: 30.34 "Hg
PRELMNARY INFORMATION - SUBJECT TO CHANGE Paget
Tl^� ;�"�;,� Pcu yi�c�in,�a
Printed on : 6112/2013 114M PM
haqury SUMMWFafal 1 e 11-1 1 1 d3111111 I hd , 7,
Revenue Sightseeing Flight: No Air Medcal Transport Right: No
Narrative
E."r I en a rau've A at e,I eqvt u9 fa r, Is, Cot I citons, a n 0 CIr ELI irces Peril I I ent to " a( -C I deI V( nCk1,-,nf
N' - ..:ay n -
- — .- 1 = 1� i 744 , , - 2r -
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PRELUMJN�ARY INFORMATION - 4t.J,BJEC"r'1'0 CH.kNGE Page I
National Tra4ja�ortatioj, �/ tfety Board
11 N38 I D WRR I 2LA259
P",10st Fatal
PRELMIN-A , RY RICPORT
C)CCUf ience DatE,, 06/12/2012
Investigated BNTSB
A,N, I A T I ON
r r I "'c"
Occunence-Fwe Accident
Location/Time
N,aarest Qty)Race State
Zip Code L oca I I i me
zonE,
East Wenatchee WA
98802 15 2-2 =0FP1"D
T
Aircraft Bnforrnation
Registration i,,Jtmnber
Aircraft 50an8.tfaCtUrer
Made�tSenes Numbet
N282MC
ROBINSON HELICOPTER COMPANY
R44 U
Type. of Xcraft Helicopter
Arnatew Built Avcraft? No
haqury SUMMWFafal 1 e 11-1 1 1 d3111111 I hd , 7,
Revenue Sightseeing Flight: No Air Medcal Transport Right: No
Narrative
E."r I en a rau've A at e,I eqvt u9 fa r, Is, Cot I citons, a n 0 CIr ELI irces Peril I I ent to " a( -C I deI V( nCk1,-,nf
N' - ..:ay n -
- — .- 1 = 1� i 744 , , - 2r -
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PRELUMJN�ARY INFORMATION - 4t.J,BJEC"r'1'0 CH.kNGE Page I
T", ,-- fi, r L,, Tr g
National Tran
Tran{ Yafet�- Board
NTSBID WPR12LA259
PRELINI-f NARY Rf POR,r
C)Ccurrence Date, 06/1212012
I
, �,o
Occurrence Type Accident
Other Aircraft Involved
P,eqfstraLon NUmber Brcraft NIAMJaCtUrei
Mo(,1el<Spnes Number
Accident information
Arcfaft Damage Substantial
Accident tea curted During
Q ev
Name'erbficatp
No
------- --------
---
ulIct
On File
On File
Serious
2,
-------------- -
- ------- — --------
3
4
Operator Informabon
Name
Opsr,ator Desgnator Code
Business As
JR Helicopters
TDomg
tieet Adr
Jress
V
State
Zip Code
Zillah
WA
98953
-TyperjfCeitif[cate(s)He[ d None
Ar Carrie(C)peraflng Cemficate�s)
Oper,ating Certificate
Operatc..rr Certificate
Regukancm RiWc t Conducted Under Part 91: General Aviation
Type of Rght Operations Conducted Other Work Use
Flight Plan/itinerary
Type of Right Ran Rle<l None
L',rst Depa ture Point
State,
Agport bdentffier
Wenatchee
WA
Airport Identifier
Local Flight
WA
Weather Information
I rivestigat or's Souice Automated Report
Facfllty ID EAT
Observaton,'Tirne (LocaP). 1455
'Sky/Lowest COOLid Condtmn Few
5500 R AGL
Lowest CpHing Broken
7000 Fl- AGL Vsit 7 SPA 29.90 Hg
, , I I
PREI-I-%IINAR'�'INF'OR.-'\[A'I'ION - SUBJECT TO CHANGE P;oqe 2
I J'� A%
National TmWjwbtionq4(ety Board
PRELBUNARY WtPORT
J
XNATION
, I 5C""
Location/The
Nmmf Q"TWe
Scottsdale
Aircraft Information
tITSBID WPR12LA267
PhMed on: SM22013 114117 PM
I',4,')St Cnbcal lnL None
L -,Cc uumne Date. OW,17/2012 ln,estigated BY NTSB I
Oco.cuFenco-Fype Accident
We Q Code Loornme
AZ 185260 1,1045
Registrateon P,himber Nrcraft kian(judurer
N808WH ROBINSON HELICOPTER COMPANY
Type, of Aircraft Helicopter AinatftW Bwft ArW9 No
Inp, Swwary Fahl
Revenue Sightseeing Flight: No Air Medical Transport Flight: No
Narrative
SWUHAN =UMM owtv cmMom ricc numwanvs pmwom tome MCqeMWCqqjt
Time Zone
MST
NlodeV'f&-,nes PJumber
R44 11
Nome 3
mx
Note: _•_•__ may not have Cramled in su;;oTv of this an -1 -,ata
1:3y varisus �nrnes t: prejare r1 --s air--'reft,
On june 1h 2C Z, at 1A". I U --.t--. u1.. a __,._u._ r... .,.1L._ , a s, He! L o er
-,,7,H, .1a'--de"J, Ear! fz2l"ing an 3z"tolain,
the 1-Vii.c:rter as an imrs2=ion flips unWr the :f -14 --odea of 7,eje-,a-
'�.eg"alari,-n3 "Zart :1. '--Inaw Id::; ant W -xare on-i-traw,,J.. 7'11-,e
eta_ -sain-sub snanlial jamage w the tail tvan and n;selage. visual rV-reclongica-,
...-±_ __a for the 1:ca2. area flight than d0anal 7-17,-. :i`o.-,-teis,-1,a Aorcurr.
szo,tw"ial"s. ',-,: fl::rh-,, c--ari ,-ia,,:`, i-,een,
to tne -xr1t,:,an he an. ne
M an a 11:1 "re, 2: ___a e r r - u.-. i-,". --_ ve I ag 11 , a YA 1 ni to a t e j a IV onn ry at I a a r a j.". e
mated rhaz he inAiats, the flare and rolled :n the r'--eer f -I: a recouraryrhe engii:-'oe a,
rennimad at an iWe pywr setting and did nor nwrease, an V. ..,_,a. 71-e P -1c"--, sta.sed --loe
1=1 rpn, it snaxted ri de my, ami to at,vmpzed so rega.--o-- sl' -.'e �.� ',,-,y
1:� : 17. th 1 : Z. 101 e . Mt
en he rpm's oad not "=me an aut--ronaric'n to the
on t -4 n, iui 2 : o'11
ymund was onglewedY The yil= reported that he had ;Adled =Qle:t--,7e o', -ne
t-elic-prer :Mnazt,5 the soft jr:Aind; =Ang 0: a rest in its left a -,-",e after it
...... ':Ine roa:.s- it,+nr,-,,--I: s_ -a. c u n a . H � f-,.: r 1: 1o, a r z_1______. -t n at _l.,_ t a i I a_,__-.. Ir. ad, h, e a
severed A=ng thra 7ne j-ii:r runna off n s"Ach and jz_._ti=nd nhe
f,--Ae 1 it t, :ff she CTF yinzin" as pllcz and yamongers e_._ ._.._._z QV helisoter fr=n zt-,
ydlo;ide d;:r.
-,a 7- ae d :,r-
PRF'LJN1I.NAR°'1\'FOR%1ADCN - SUBMCT TO CHANGE paw "
Trr, p,P,,, L ir g
National Tran rtation �"a ety Boird
NTSB ID WPR'12LA267
PRELINUNARY RFPORT
Occwrence Date 06/1712012
OccurrHice Type Accident
OtherAircraft Involved
Registration Numb(er A,roraft ManufaCur&
rdodeN,'�Kfes Numt�ef
Accident Information
Arcraft Darriage Substantial
Code'm Ckcu P,d D innq
CCee
--- --- -----------
i4amp
- - -----
--------- - - —
. ........
C�,rbficace t44
- - 11 -...._.-_w. --
Injury
Pilot
On Flie
On File
--------
.... .......
None
.......... .
. . ...... .
...... . ...........
- - ----------- -
4
---------
- - ---------- --- ---- - ---
- ------ --- ------- -- --- - - -------
Operator Infori-nafion
Name
0pffator Desgiator Cade
Daing BUsiness As
SkyBlue Helicopters
T
Street Ad6essState
Zip Cocie
14605 North Airport Dr STE 100
Scottsdale
AZ
85260_
-Tv pe of Cei Vkate (s) Held, None
Ari" Can -ter 0perating (.>rt,ificate(s)
C)pe,ratmg Cerfficate
Operator Certificate
RegWation Fight CwdUcted Uind&, Part 91: General Aviation
Tvpe of Flight Operatp�ons Conducted Business
Fight Randfin era ry
Tvpe of Right Plaii F=Oed None
Last D
State Aff port Ideriffei
Same as Accident/incident Location
SDL
&ateMport Identifier
Local Flight
AZ SDL
I I
Weather Information
kivestgator's SOUrce. Automated Report
Fac0w? 0. SDL
Ubsefvataonl-irne (Local). 0953
SWI-owest Cioud GondtlAon Ciear
Ft AGL
Lowest Ceiiing None
Ft. Fy TL WI~>biiVi '10 SM 29.91 "Hg
PRELIMINARYINFORMA,rION - SUBJECTTO CHANGE Page 2
71, 1 C!� f, r",",
CEN12LA573
File No. 31145 08110f2012
National Transportation Safety Board
Washington, DO 20594
Brief of Accident
Adopted 05109/2013
Belgium, W1
Make/Model:
Robinson Helicopter Company I R44 11
Engine Maketiviodel:
Lycoming 110-540-AE,IA5
Aircraft Damage:
Substantial
Number of Engines:
I
Operating Certificate(s):
None
Type of Flight Operation:
Personal
Reg. Flight Conducted Under:
Part 91: General Aviatlon
Last Depart. Point:
Waukesha, W1
Destination:
Belgium, VVI
Airport Proximity:
On Airport/Airstrip
Airport Name:
Private
Runway Identification:
NIA
Runway Lengti (Ft):
Unk/Nr
Runway Surface:
Precip/Obscuration:
Runway Surface Condition:
Pilot -in -Command Age:
26
Certificate(s)/Ratfing(s)
Pnvate, Helicopter
None
Aircraft Reg No. N1440Z
Fatal Serious
Crew 0 0
Pass 0 0
Printed on : 6112/2013 111:59 PM
Time (Local): 16:00 CDT
MinorlNone
Condition Of Light: Day
Weather Info Src:
Weather Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
None
Visibility:
10,00 SM
Wind Dir/Speed:
3501012 Kts
Temperature (IC):
22
Precip/Obscuration:
No Obscmation, No Reopitatmn
Flight Time (Hours)
Total All Aircraft: 93
Last 90 Days: 60
Total Make/Model: 73
Total Instrument Time: UnKjNr
Note: NTSB investigators may nor have traveled in siiprort of this investigation and ,.iced data provided by various sourees, to prepare
this aircraft accident report. —
The pilot was trying to land the helicopter in a confined area, between trees, a house, and a beach well. The helicopter touched down on
fitted
hump, that was concealed by grass and started to slide backwards. The pilot pulled up on the collective, and the helicopter
�,ifted off again rapidly. The pilot tried to maneuver the helicopter to remain within and land again in the confined area, 1�ihen the pilot
landed arjain, the helicopter set_Y,Ied down on the, front o' the skids, which r.h.en brcAe at the fuslagdown arm ar_tac-h poinl�. i7LiLing
the postaccident examination of the helicopter, the pilot noted triat one of the main rotor blades sustained impact damage consistent with
debris being blown up into the rotor dur--nq the landing. The pilot did not list any mechanical malfunctions associated with the
helicopter during the accident -flight. Nearby wind was reported to be out of 350 degrees At 12 knots, gusting to 22 knots.
Updated at May S 2013 10:0GA-M
Brief of Accident (Continued)
CEN12LA573
File No. 31145 06/10/2012 Belgium, VV1 Aircraft Reg No, N1440Z Time (Local): 16:00 CDT
OCCURRENCES
Landing-flarettoUChdoWn - Hard landing
FINDINGS
Personnel Issues -Task perfon-nance-Use of equip/info-Aircraft control -Pilot - C
Environmental issues-Conditions/weather/phenomena-Wind-Gusts-Effect on operation
Environmental Issues -Physical environment-Terrain-Slopedluneven-Effect on operation
Findings Legend: (C) = Cause, (F) = Factor
The National Tran sport at I cn Safety Board determirles the probable cause(s) Of this accident to be:
The pi I-, ut- I _s failure to maintain cc.) ntrol of t I I e- ilei icoprer wl;i I e I -jr, d i rjU jy I j,,ti i rig wind rcjndi.Li rams, which t HY�u It Hfl in a hard l a rid-ing .
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 0410312013
CEN13CA124
File No. 31028 0110212013 Menard, TX
Make/Model: Robinson Helicopter Company / R44 11
Engine Make/Model: Lycoming 110-540-AElA5
Aircraft Carnage: Substantial
Number of Engines: I
Operating Certfficate(S): None
Type of Flight Operation: Personal
Reg. Flight Conducted Under: Part 91: General Aviation
Last Depart. Point: Menard, TX
Destination: Local Flight, TX
Airport Proximity! OffAirport/Airstrip
Pilot -in -Command Age: 68
Certfficate(s)PRattng(s)
Commercial; Pruate; Single-engine Land, Hef�copter
Airplane
Aircraft Reg No. N744R6vi
Fatal
Crew 0
Pass 0
Printed on : 6112/2013 -1:01:35 PM
Time (Local): 17:45 CST
Serious Minor/None
0 1
0 0
Condition of Light:
Dusk
Weather Info Src 'Weather
Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
None
Visibility:
8.00 SM
Wind Dir/Speed:
007 1005 Kts
Temperature ('C):
7
Precip/Obscuration:
No Obscuiation, No Preq*afion
Flight Time (Hours)
Total All Aircraft: 6015
Last 90 Days: Unk/Nr
Total Bake/Model: 121
Total Instrument Time: UnK/Nr
: raNote: NTSB investigators used data provided by vario,.iq entitie-s, inplud.ing, hut. not limte.d tc,), the Federal Aviation Ai.1ministration
and/or the opeLator and did not. :;ravel in support orf this investigation Lo prepare tlds aiicrafL accident report. —
As the helicopter was flying in the direction of the sun and at 250 feet above around level, the pilot heard a loud "bang" and
ch -,served a black object go by the left site of the helicopter. The object struck the passenger -side windshield. The pilot performed a
forced landing to a highway. ziuring the frrced landing, both landing skids separated and the helicopter slid to a stop. The lower
fusplpge was buckled .z.,nd wrinkled in several- locations. The p'lot, reparted no pfeaccid,�nt ntec.hanjl.a' malfuncticnis oi. failures with the
helicopter that would have precluded nonnal operation.
Updated at Apr 2 2013 12:47PM
Brief of Accident (Continued)
CEN13CA124
File No. 31028 01/02/2013 Menard, TX Aircraft Reg No. N744RM Time (Local): 17:45 CST
OCCURRENCES
Enrout"rulee - Collision with ten•/obJ (non -CFM
Emergency descent - Off -field or emergency landing
Landing-flare/touchdown - Hard landing
FINDINGS
Aircraft-Alrcraft oper/pervcapabtlity-Perfonnance/control parameters -Descent rate -Not specified - C
Personnel Issues -Task performance -Use of equlpMfo-Alrcraft control -Pilot
Personnel Issues -Task performance -Use of equiplinfo-Aircraft control -Pilot - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board determines the probable causes) of this accident to be:
The helicopter landed hard during a forced landing.
National Transportation Safety Board
Washington, DC 20504
Brief of Accident
Adopted 04110/2013
WPR13CA064
File No. 30987 12107/2012 Roosevelt Lake, AZ Aircraft Reg No. N557AC
MakeAlodel: Robinson Helicopter Company I R44 11 Fatal
Engine Make/Model: Lycoming / 10-540-AE1A5 Crew 0
Aircraft Damage: Substantial Pass 0
Number of Engines: 1
Operating Certificate(s): None
Type of Flight Operation: Business
Reg. Flight Conducted Under: Part 91: General Aviation
Last Depart, Point: Scottsdale, AZ
Destination: Local Fight, AZ
Airport Proximity: OffAirport/Airstrip
Pilot-In-Cornniand Age: 61
Certificate(s)/Rating(s)
Commerciale Hehcopter
None
Printed on : 611212013 1:02:39 PM
Time (Local): 14:46 MST
Serious Minor/None
Condition of Light:
Day
Weather Info Src:
Weather Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
None
Visibility:
10,00 SM
Wind Dir/Speed:
Calm
Temperature ('C):
Unk/Nr
Preclp/ObscuratBon:
No Obscufation, No PPapitation
Fight Time (Hours)
Total All Aircraft: 3957
Last 90 Days: Unk/Nr
Total Make/Model: 47
Total Instrument 'rime: UnK[Nr
I — Note: NT -EB investiciFtor-ci userl vara provided by vprinus entities, including, lm'.r not. I La",4red tn, the Federal Aviation Administration
and/uL the of:IeraroL and did not, travel in Support of this investigation t,_) prepare this aircraft accident report. ***
The pilot descended the helicopter out of mountainous terrain and there continued over a large mountain lake, cruising about 1CO knots at
an altitude of about 200 to 250 feet. The lake water was very clear and perfectly calm. The pilot looked inside the cockpit to check
instruments, and when he lco'tled outside and below the helicopter, he experienced a feeling of mental confusion similar to vertigo. At
this, Point the 1jilct e?'l-imated that the hel tcopLer was bf-tween 15 and 7.0 feet. above the water. He pulled aft on the cyc]ic" the
helicopte-, imparted the water, pitched forward, and sank. The pilot and his two passengers were able to egress the helicopter- while it
was submerged.
innedi.arely after the accident the pilot told a. park ranger who was on -scene that he was traveling a little low and thought he set a skid
; n as'-senge, r s st.al_ed tA-I& t. rvorrienLs ),efo the cx' 1, 1 i s�i "n wt I'l, L'h', w.te r , the,, pl: I ol. had asked them it they w6nted to
- the writ�.r_ One. ref the pe
get close.,: to the water and if they wanted co chase, 5orrv-, zirde,
Updated at Apr 10 2013 10:06AM
Brief of Accident (Continued)
WPR13CA064
File No. 30987 12/07/2012 Roosevelt Lake, AZ Aircraft Reg No. N557AC
OCCURRENCES
Enroute-crube - Controlled flight Into terr/obj (CFIT)
FINDINGS
Personnel Issues-Psychological-Perception/orientatlon/Ulusio-Visual illusion/disorientation-Pilot - C
Aircraft -Aircraft oper/perp/capabUfty-Pertonnancetcontrol parameters -Altitude -Not attainedlmalntalned - C
Environmental Issues -Physical environment -Terrain -Water -Effect on personnel
Findings Legend: (C) = Cause. (F) = Factor
The National Transportation safety Board determines the probable cause (s) of this accident to be:
The pilot's visual disorientation, which resulted in a collision with the lake.
Time (Local): 14:46 MST
on - 0 --g
PrInted on :6021013 121212 Rhm
Nati anal Tra-,s"-Itafio.' `S-�afety Board UTSBID EFZAl3FA186 Most Crqcal IMUrV Fatal
PRELBITN-ARYRFPORT ()ccuiience Date 04/03/2013 1 nvesti gated By NTSB
-A,�,71ATIO,N
Occunericplme Accident
Locahnf%e
F FL
Mlarxa L
Zipcode Time Tme Zwe
33166 16 0 EDT
Aircraft information
RWNmMn Nmber Aircraft Manufacturer klod6iSenes Nurnbe�
N3101 R01INSON R44
Tpe A Amraft Hekolater Amateui Built Aircraft'? No
lrljLWY Sumrnwy Wal 2
Revenue Sightseeing . Fight: No Air Medical Transport Flight! No
Narrative
stakmeM oWds comewu ma mmwmmun pw"ew w vy moNmunplIt
Note : NTS-:� in Vas t tg a no 3 sitter c ": a-,je �,o -',, in
i
aY._if w:rk Wi2aut any trure" and used do" Acraomd from Varin"'s
YOUrces to PTepare Qns aircraft accident report, **
1"ril S, = ahs= = emteon daylight tin" a _ bfznron 3-", _,__AH inis"ed the gr=J.
le =,n,- , lva7inj a test fl 1,:T' in Mi=& Fl"iA. The heli:nyrer wo,B 1egis-or�ec" t- an"". :1--eratet ty
av o H s I-, Io o r z ji]�; ant yilit r �,--
a I- 5s3s'--ga�o -,ers fata] 1 -,r
Test 'night 7"s =A=ed undew-r ,f -�rc*e of Fec"'ar'a'!
Qsual noteircnaim! c'..' nd i t -- n s !-,revailed anj no flQQt plan was fAed fir the lcm! niMu Vat
doar-ted
=E), xtarr.-, F2:rila shortly 'Ic!of-re t. -.a accident.
he pil:t's -j--alfriend stated ohm a new z= of n0al 10=r hiades ,=,a ieoent-y recerved, fran-the
nelic:,ptar that tl-o ni-red a meaa= "e"j jc-a�e�
installation required that the loeliczyter be test fnwn and not the bl"na he
atus"C an the grnmi after i,- nr=nLn�ice a-ny to
yozzechue is referred on as ora:l anj balowe.
TAtale wirnssms in the i=sdtate vi2i�kry :f the 11ash sco, i:n', a
5 - the heltcqner flow :verhead. ?ntnesses were alsi cm3i5rent in roy:rzirug that the empannage
secti:n of the ha-linrter asapar-tel the the A-.,:,ther ��:-,:na-sz acma,f,
!-at r1no f -re started arls"10 five :nimmes aft>ei the als--
-ircia", tl-:e area as Uey lnAed --r- an -J. saw t1 --e '-var-clr.o-r
initial sXar.i-can:n of the tolicnzer by an invest:.,-gatrr an -ii, a Farisra_ Rvia-i:n Afrr.inistrmisn
ir-,-�paot-r, re%7aa---aJ, that The =kpiz, engine, and main =Z-12. 3o,--rhtar or
damaged Q fore. -1-.e 1 cre 2—: foor-
away from the initial in:r-aal: 1-oin-t.
7he he! to n te Y was l_,_..._:: y,Y _h- 14 a YaK,_ng !It :n the count :f wuzhwest i2joh street ana",
__2__i A, Avwme in Mimi, F" and came to 1--st a. of 1'"' :Y_:-
:.____serer militeol with ow: ;aim trees, a pickuy truw, and zhs
seat: on, consisting of the vertical ami hmiz=tal st-abilizey" a ;:rrimn 2f the rail bT=, and The
tail rarsr mere fc,-�nc! f-st i -rim cc zte amalent airs. it pirzIc lvoin/IhQ: assudzly was
lwazo,j Z35 clegroes magnezi: atnu; 71 feet away from the wrsmoacje—r-ov ---e rf tn� L-cclr
d an"d, gas-o's cf Tail la�W glass, arA helicopter manual excerpt" --j w'-r-i.,.� faund iche roof
tos :f several in the r-ath.
a a t �d a n y I Z
PRELIMINARY INFORNIATION - SUBXCT TO CHANGE Pay I
'v
National 1"ran,�r'ortafion �fety Baird NTSBID ERA13FA186
PRELIMINARY RIRPORT OccLmefice Date. 04/0312013
0CCUrf0[ICe 1',ipe Accident
Other Aircraft Involved
RegistraNXI NWriber Aircraft rJanufacturer Mocle.PSeNs PIumber
Accident Information
Ekcident Occuripd Duii wig
Aircraft Darnage Destroyed
Be r Name No iDjUry
Pilot On File On File Fatal
- - -----
2
of
-------------
4
....... .... .. ... .. ..... .... . .... ......
6
Operator Information
t,canoe Ciperator Designator Code Dung Business As
Bravo Helicopters LLC
Street Address c1tv
State Zip (,ode
T,
14532 SW 129th Street Miami F L 33186
—
-Type of Certificatets) Held. None
Ar Carner Operating Cerfificate(s�
Operatrig CeIificate ()peratu Cerl.ficate
11— 111,
Regulation Flight Conducted Lis der Part 91: General Aviation
Type of Right Operations Conducted Flight Test
Flight Plan/itinerary
Tvpe of Right Plan Hied None
Last Depailure Pont
State Airport Identifier
Miami FL TMB
state Atiport Identifier
Local Flight FL TMB
Weather Inforniation
IrIVP-StigatCICS SOUrCP, Pacihtv ID. Observation I'mie (Local)
Sky,Iowest Coud Condition Ft A(;L
Lowest Ceiiing Ft. AGL Visibtbtv Aftrinetev "V-fp
PRELINIFNARY ENFOR-NIATION - SUTBYECT TO CHANGE P ag 2
i. usF�ara: fr �_i, r
Printed on: 6020013 12V400 PNM
Nadona]I Traw4irmtAn 14% Board NI'SBID CEN13LA228 Mot &WHIIJUN None
PRELBUNARY RtPC OCCUrience Date 0411312013 Investigated BY NTSB
ANJATIGN
Ot r_uixmmeTpe AMWent
LocahonfThne
Nmmb OWPOrm Zip We =Tnp Twne Zone
Buffalo BID 57720 12,15 MDT
Aircraft Information
,d 'rie�""L'
Reg5tration t1umber Aircraft Manufactum, P,,ladekSeries i,Jumbei
N424DP ROBINSON HELICOPTER COMPANY 6 44 11
Type of Aiacmft Helicopter Ama= Wit Am= No
Injury Surninary 1 o I None 4
revenue Sightseeing Flight: No Air Medical Transport Flight: No
Narrative
Ln"."'f n-watvve Aaten,ic-nt offad,, cowllticqla, anC circuin,.,tariceapt fig trre
Ate: NTSH ion;eanigators may not he" tmv__&d, in Be,",
_ata.
j-, -- _v i Je,-, r y -,,r.._u a a -:u r- : a Z, to Wi- r a r-, a --a t zr a i 2: :, r a f t a id a n t, E a - r
,-15 m: =tai2 dayinks z ims , a P chi nz,:- oo, -- -L 4 i loa, I i,:, -ner
Ai I a Io c u r I Z
:424 W a s s t a, n t i a 11 y Onsged af ter inga2t wi it tArr a in near sufnio, V__mh 2akcza. 7h,,--
nmmer2ial jilov aol three passengers dij = regort any infuries. 0� helicnter wasreoatwnd t -
Double 7 Mop er F =
w i. - In n, c f 1 i oj'n, t rc I a n _1..._._, a y JrS I.-, a e t e r c a r", i p 2: e'." a, i 1 a -.i f r 1_Y..::_! f 1 i c-1 h �,Tn i c In,
inate�:f - 7- 9 _Luau 1anj ne ay x!1____.1. S ou 0i 1 a ks t aah P; r. 2 2 1 Q
Mule uanewmrina 150 feer_ ah"ove leval at 1-:—':t Ler- '_hat the 1:% :1
areed L:rn a:-tiva-re,M :he 1: Bic r 1:werel ..._-< a nas u � ad W__ i : rne,f", -a: e lo, t
7 - x r a, n, o,� u r io,-_whih lanain'Q fr,:n-. tr.oa of
heii=prer.
Me wearker 3 i at i no a r Vording ::wry Ai0orn (K__,. 'h, Bnfain, S� h :atna, lcmcwl 14 nauac&.
m2es s"th cf :I -e th"r f-1-,-".",iog at !V& wind 1T: dewees at 2-7
]n - t a 'jus r a r z 2S knots; temperazure 3 _._fir a n, s W 1_,i_, s d a w I -o a_ti_ -7. de- -=T.. a a a
a 1 t azc�a te r a = ',., -,, in,,, 2 7_11 e.s : f In a r -, u r y
115wed :n My 7 -, I-
PRELIXIPIAR z' INFOPUMADON - SURMCT TO CHANGE pag, r
National Trallj<,�ortaflon' gfety Board
NTSBID CEN13LA228
PRELENtf NARY REPORT
Occurrence Date 04/1312013
XVIATION
C-ccun-cflce'Type Accident
Other Aircraft involved
Repsuabon Number Aircraft MW)UfaCtWer
ModePS,enes NUMbEq
Ac6dent Information
Arcat Darnage Substantial
Acadpnt 0MMed Dwrg
Cr e w
Narne
Certificate No
Injury
P�k-�t
. .. .......
On File
. . .. .. . ......
On File
. ... ... .
None
2
4
— ---------
5
......... ....
6
.. ......... - ------ ... .. .. ......... .. ............... - - ------- . ........ . ..... ...
Operator Informabon
Name
Operator Desqiator Code,
E)r;gjg BUsness As
Double D Choppers LLC
Stl`eet Address
C4 State
Zip Code
P.C. Box 560
McLaugfin SD
57642
.'Fvpe of Ceftficate(s) HeVd
Ar CarneOppmtmg CeMftcate(s)
Opemtmg C&I�ficate
Operatcx Certificate AghcUltUraf Operator
RegUlation Rght Cmducted Under Part 91: General Aviation
Type of Right Operatmis Conducted, Personat
Flight Plan/Itinerary
..... . ......
'Tvpe of Right Ran P"Oed None
Last Depa' l. oe f-'Iunt
State, Airport Ideriffier
Same as Accidentlincident Locaflon
Mpott I centrfler
Local Flight
SD
Weather Information
Investigatcx's SOUrCul.
ac0ity ID K2WX
(Dbse-waVon 1-irne (Local) 1153
:icy Iowest CIOUd Condnon Scattered
2500 Ft Argil_
Lowest (;e-i4ng Broken
1100 Msbktv 10 SM Allveter 29.46 °,Hg
PRELfNIENARY INFORMAT ION - SI-71 I BJECT TO (.-.'H AGE: Page 2
TI. + r;-,
Tir, -r-, f,, ti,,, ,
Tr. is a G acw Pnr ;�.. r_, r'v„r,
On March 21, 2013, about 1207 local time, a Robinsc)n Helicopter P.44, VH-HWQ, collided with terrain
near Bulli Tops, Australia. The t'r 11 o L was operating the helicopter under the provisions of the
Australian Civil Aviati,,:,,n Regulations. The pilot and thiee pa.s.s,---,ngers sustained fatal inries; the
1 -helicopter was destroyed. The personal. c.r.oss-country flight departed BanksCo'wn, New South 'Kales,
Australia, en route t.0 Bu 11 i Tops, New South Wales,, Australia. VisuaL me-teorclogical. conditions
prevailed. The primary wreckage was located at. --34.3".1.47 degrees south latitude and 150.9123' degrees
east Longitude.
Preliminary information received froin the government "tf AUstralia, indicated that shortly after
landing, the helicopter lifted off and turned to the right. The main rotor struck branches of a
nearby tree, amd the helicopter descended -and then rolled over onto its right. side. A Fire started
on the r,crass under the rotor mast and the cabin.
The accident is under the 4uri.sdiction of, and is. being 'Llivestigal-,ed by, the Australian Transport
Safety Bure-au, reference 201302720. Further information can be cbtained from:
Australian Transport Safety -Sureau
15 Mort Street, BLa,drion ACT 2612, Australia
P.cD. Box Si67, Civir, Square, ACT 26,0 8, Alastr,-alia
Pi one +61 2 6230 44
Fax +61 2 6274 6,134 0S
Web site w,,Arw.atsb.gov.au
`Ehiz report is for information Furl' �--)ses on 1.y, . i Tic,-.$ contains only inforination ol�)tained for, ol:
released by, the Government of Australia.
Updated on Apr 9 2013 5:3022
FOREIGN INFOR'.\LATION - SU" BJECTTO CHANG( P-qel
-National Tra4,i�ortafion ','�jfc4y Board
Ili-SBiD WPR13WA157
lJost CnUcal IMUfY Fatal
]FORE16-N- NOTIFfCATION
Occuf ience Date, 03/21/2013
Investigated By Foreign
AJV- I A T I PIN
OcojuenceTYPE' Accident
Locatbn/Tirne
Nearesl City/Race State
Pita Code Local Time
Ttrne zcme
Buffi Tops, Australia
1207
Aircraft Infomiation
Repstraknn Number
Aircraft ManUfacturer
Modef/SeBies Nwnber
VH-HWQ
ROBINSON
R44
Type of Mcraft Helicopter
Aniat&.ii BwtAir aaft'? No
lntiny Surnmw)� 4
777
Revenue Sightseeing Flight:
Air Medical Transport Flight:
Narrative
FciO rifrati,(e Ma&-,(zmt of f'-wIs coq)dtm',' - ria cawrl&tafls pc�omFnl
to the
*** Note: The f'--rreign authr.,rity was
the source of this info rma tic.,n.
On March 21, 2013, about 1207 local time, a Robinsc)n Helicopter P.44, VH-HWQ, collided with terrain
near Bulli Tops, Australia. The t'r 11 o L was operating the helicopter under the provisions of the
Australian Civil Aviati,,:,,n Regulations. The pilot and thiee pa.s.s,---,ngers sustained fatal inries; the
1 -helicopter was destroyed. The personal. c.r.oss-country flight departed BanksCo'wn, New South 'Kales,
Australia, en route t.0 Bu 11 i Tops, New South Wales,, Australia. VisuaL me-teorclogical. conditions
prevailed. The primary wreckage was located at. --34.3".1.47 degrees south latitude and 150.9123' degrees
east Longitude.
Preliminary information received froin the government "tf AUstralia, indicated that shortly after
landing, the helicopter lifted off and turned to the right. The main rotor struck branches of a
nearby tree, amd the helicopter descended -and then rolled over onto its right. side. A Fire started
on the r,crass under the rotor mast and the cabin.
The accident is under the 4uri.sdiction of, and is. being 'Llivestigal-,ed by, the Australian Transport
Safety Bure-au, reference 201302720. Further information can be cbtained from:
Australian Transport Safety -Sureau
15 Mort Street, BLa,drion ACT 2612, Australia
P.cD. Box Si67, Civir, Square, ACT 26,0 8, Alastr,-alia
Pi one +61 2 6230 44
Fax +61 2 6274 6,134 0S
Web site w,,Arw.atsb.gov.au
`Ehiz report is for information Furl' �--)ses on 1.y, . i Tic,-.$ contains only inforination ol�)tained for, ol:
released by, the Government of Australia.
Updated on Apr 9 2013 5:3022
FOREIGN INFOR'.\LATION - SU" BJECTTO CHANG( P-qel
`ti'3fi0n-d 1"'-aztgpaGrtation ',SQetc- Board
PRELENUNARY REPORT
LocatbnMme
tlearesl cltv/Race
Ocean Shores
T- a ,- f,,
NFSE31D WPR13LA188
Printed on : 6/12/2013 12:55-109 PM
tAostCritic a[lnpy. Minor
Occurcertce Date 04/12/2013 Investigated By NTSB
OccurrHice'Type Accident
State ZIp Code Local lime
WA 198569 10800
Registration Number Aircraft Manufacturer
N442FG ROBlNSON HELICOPTER COMPANY
"I ype of Aircraft Helicopter Amateur BL01 Aircraft'? No
77
injury Sumn-Pw
Revenue Sightseeing Flight: No Air Medical Transport Flight: No
Narrative
B I el nal I at ive M at e rnc rr of fad Cr n ""I �� rojn ! af Id C' I rr [.I rn""tan c C " ra e Mir)int I :' I I e a �, I fant)[ [I C Sart
I-Irne Zone
PDT
rvlodc-.?W;Senes NUmber
R44 il
2 1 11croa
-1 �..f � - na a V j
- - � w__ � n ' 5 a �
I- '�
If C V
") n' A Y j -
4j -t
a:�-' S L e i A i: c a: n 'c' I-- a
J
y" -J� I: s,.4_ a f in - u i, -a,
I� 'CE Z' i'll a I d n �-i.C T-- d e a a r IT" E-. e 1 _e I i a'--� I y' -re s
e n I I- H I r-1 7 . -. I I
tl- Z' -. �- j T,�e s i i H V:
4 T
ril:t 3 7 e:�. c:_.._ a e r ai r- u, 2:, h�-Iiz7q-z�r -�-'—w -he H -
ed H rn, 2: At 2: 1-
-L g
g- fjy- f r
r c z r:
y
:nr
S 1I -n- a 1",` U%— g
.,;,....r._.. 51 31
h h H f�-!- ":t!—hy" 2: 1- n i,,--
ia :.n nr- -I- y,
-y ?
]:_d mn, -� i J'j f — Z 1-
-'j Alz� r Z -4 , 1. -,
PRELINIINAR'INFORNIATION - SU'BJECTTO CHA'NGE P'Ejg- 1,
Printed on : 6/12/2013 12:57.27 PM
RevenUe Sightseeing Flight: No
Air Medical Transport Right: No
EEPef nari ataNmenq of 1,3ol' conorfiorE amd wcu� twlces pc'rtment to the
* * * Note: NTS B investigators may not have trav(e-,led in support of this investigation and used data
provided hy varicus sources to prepare this aircraft accident- rer-ort. ***
Oil March 14, 2013, about 1445 mount-ain daylight time, the flight instructor of a -Robinson P,,-44,
N392GP, was forced to make an autorotaticin to an opem field after the engine lost power near Eagle
Nest, New Mexico. The flight instructcr and -second pilot were nct injilred. The helicopter was
substantially damaged. The helicopter was registered to Global. Positioning Services, Inc.,
Anch,orage, Alaska, and operated by Leading Edg�'- Aviation, Inc., Bend, Oregon, under -the prcisions
C, f 1.4 Code of Federal Regulations Part, 91 as, an instructional flight. Visual meteorological
conditions prevailed at the time, of the accident, and a visual flight rules flligl'it plan had been
filed but not activated. The flight originated from L)alha.i.t, Texas, and was an route to Monte
Vista, Colorado.
According to the instructc)r's acc.'Ldent rerjort, he and his student were cruising at, feet above
the ground when they heard a loud Foliowed irrffriediateIy by the low rotor, RPM horn, warning
light illumination, and a rapid decrease in rotor RPM. The instructor initiated an autcrotaticni to
,an open field. Tile helicopter touched down an',J roc1 e�,-.! for -ward due to the soft and downward sloping
terrain. The pilot applied slight aft cyclic to prevent the main r(.,,t..c,r blades frorrt contacting the
ground. The main rotor blades struck and severed the tail ):,coact.
The helicopter was later transported to, the operator's facility in Bend, Oregon, where the engine
was functionally tested. The engine was started and ran norm::lly, and alL parameters where within
normal limits.
During the examination, it was discovered that one of the rrtagnets used to provide rotor Rpm
indications was missing fr,,.-.mi the transmission yoke. There was scaring on one of the sensors
opposite this magnet, indicating it had ma -de contact with the, magnet while the yoke was rotating.
According t,o Robinson Helicopters, if one of the magnetE or sem-'.=s, n.pens, rotor RPM wi - 1.1. drc,p and
the low rctor RPM warning horn will, act-ivate. The magnet, was later found affrixed to a bolt just aft.
of the yoke, and a small dent was found on the horiaontl firewall.
According to Robinson lielic-op-ter, rapid throttle- changes in the -R44 can result in the fuel -air
ratio becoming too rich or too lean t'o sustain engine op, --ration and result in .an engine failure.,
pazti-(-ularly at higher dnsit.y altitudes
T-Tpdlated on Apr 25 2013 10:10AMM
FACTU AL REPORT - AVIATI ON
Natioull fi"me6rfatioii �,�fety Board
NTSB I[) CEN13LA194
A�fuafr RegtstratBon t,Lmiher N392GP
FAUTT-AL REPORI'
0mirrence Date 03114/2013
Most D; tsc�al InjUry None
AVIATJQ'�
Occw-renc'e T'ype Accident
lass estigatedBy; %TSB
Location/Time
Nearest (,',jtw'Race
State
Z I P (-"Ode
L.ocaIr Time
Tone Zone
Eagi!e Nest
NN4
87718
1445
MDT
Aurport PfomrmtyrOf AirportWrstrip
Dstaiice From Landing Faamy
Aircraft Information Summary
A�rcra� hlaiiLJw'Wfe�
-FR44
'S
e of Xrcraft
Typ- of A,,,-ralt
ROBINSON HELICOPTER COMPANY
11"IE
7He I
icopter
icopter
RevenUe Sightseeing Flight: No
Air Medical Transport Right: No
EEPef nari ataNmenq of 1,3ol' conorfiorE amd wcu� twlces pc'rtment to the
* * * Note: NTS B investigators may not have trav(e-,led in support of this investigation and used data
provided hy varicus sources to prepare this aircraft accident- rer-ort. ***
Oil March 14, 2013, about 1445 mount-ain daylight time, the flight instructor of a -Robinson P,,-44,
N392GP, was forced to make an autorotaticin to an opem field after the engine lost power near Eagle
Nest, New Mexico. The flight instructcr and -second pilot were nct injilred. The helicopter was
substantially damaged. The helicopter was registered to Global. Positioning Services, Inc.,
Anch,orage, Alaska, and operated by Leading Edg�'- Aviation, Inc., Bend, Oregon, under -the prcisions
C, f 1.4 Code of Federal Regulations Part, 91 as, an instructional flight. Visual meteorological
conditions prevailed at the time, of the accident, and a visual flight rules flligl'it plan had been
filed but not activated. The flight originated from L)alha.i.t, Texas, and was an route to Monte
Vista, Colorado.
According to the instructc)r's acc.'Ldent rerjort, he and his student were cruising at, feet above
the ground when they heard a loud Foliowed irrffriediateIy by the low rotor, RPM horn, warning
light illumination, and a rapid decrease in rotor RPM. The instructor initiated an autcrotaticni to
,an open field. Tile helicopter touched down an',J roc1 e�,-.! for -ward due to the soft and downward sloping
terrain. The pilot applied slight aft cyclic to prevent the main r(.,,t..c,r blades frorrt contacting the
ground. The main rotor blades struck and severed the tail ):,coact.
The helicopter was later transported to, the operator's facility in Bend, Oregon, where the engine
was functionally tested. The engine was started and ran norm::lly, and alL parameters where within
normal limits.
During the examination, it was discovered that one of the rrtagnets used to provide rotor Rpm
indications was missing fr,,.-.mi the transmission yoke. There was scaring on one of the sensors
opposite this magnet, indicating it had ma -de contact with the, magnet while the yoke was rotating.
According t,o Robinson Helicopters, if one of the magnetE or sem-'.=s, n.pens, rotor RPM wi - 1.1. drc,p and
the low rctor RPM warning horn will, act-ivate. The magnet, was later found affrixed to a bolt just aft.
of the yoke, and a small dent was found on the horiaontl firewall.
According to Robinson lielic-op-ter, rapid throttle- changes in the -R44 can result in the fuel -air
ratio becoming too rich or too lean t'o sustain engine op, --ration and result in .an engine failure.,
pazti-(-ularly at higher dnsit.y altitudes
T-Tpdlated on Apr 25 2013 10:10AMM
FACTU AL REPORT - AVIATI ON
National Tranpbrtation �"4et% lkard
rl-TSBID CEN13LA194
FAC TA.A 1, R'E P6 R T
Occurrence Date 03114/2013
A?VjA TION
OccurrenceType Accident
Landing Facility/Approach Information
A4porl G4anie
Airport I D,
Airport Uevation
Runway Used
Runv/ay Lent
way Width
Ft rOSL
N/A
Ruiway Suirface, Type
Runway Surface Con6tion
Approacn,'A i rval Flown NONE
%/FR /-kppmachIli-anding Forced Landing
Aircraft Information
Aircraft Manufacturpf
ModeP,,Senes
S nal Number
ROBINSON HELICOPTER COMPANY
R44 11
'11238
AtrworthinessGerinficate(s) Normal
Lar4ng Gew Type Skid
AriratPW Buit Acft? No
NURIbef of Seats 4
Gross G,Nt
610
r of Engines I
Engine Type
Engne klanufaChirer
9'Jodel"Senes Rated Poo,,e�
Reciprocating
LYCOMING
10-540-F1 S5 205 HP
- Aircraft Inspection Inf orrnation
Type of Last inspection
Date of Last Inspection
Tme Since Last lnspeccon Airframe Total Time
'100 Hour
02/2013
63 Hours 2167 Ficurs
Erneigemcy Locator frac smitter (ELT) Infort"nation
ELT lnstalfPcIVType No
TL
T Bided in Locatng Accident Site's
Owner/Operator Information
Regist(",,red A€rcraft Owner
Street Address
Global Positioning Services, Inc.
QtV
State Zcp cocle,
1AK 99503-2673
Street Address
Operatoi of Airctaft
C[tv
State
Zip Code
Leading Edge Aviation, Inc.
Bend
OR
97701
Ol'.)erator Does Business As
yiato� Gode.
- TvPe Of U S Cerfificate(s) Held None
Aw Garner Operating Cer',Vficate�js)
OpeaUng Celtificate.
Operator Certificate.
Regulation Plight Conducted Under Part 91: General Aviation
Type of Flight Operation Conducted, instructional
FAC'11"Al. Pr}PORT - AVIATIWPa,
je2
uiiio,�'4fet� Board W'SBID CEN13LA194
FACTLU REPbRT -')ccijriPnce Date 03/14/2013
Occurrence I Accident
First PHot Mormation
Narne
On File
—ea —C,
(Avg
On File
Sta te
On File
cf
Date of Birth
On =File
Age,
33
S'.','XM
S t (� I p[ed Left
Occupatiomfl Pilot? Yes
Certfficaitp N(,jrnber On File
Certificate(sy Flight Instructor: Commercial
A�p�ane Raing(sk, None
Rot UICrraft/ Gf [derjL FA Helicopter
Instrurricrit Rating(s) Helicopter
Instiuclror REjbtjg(
, sj Helicopter: Instrument Helicopter
Cufrent Bienmal Flight Revfew? 0512012
Me(kal Class 2
Medical Cert Status Without Waivers/Limitations
Date of Last, Medical Exarn 04/2012
- - -----------
Right TVn)e Matrix
arr
Total Tine
797
282
39
188
797
Not In Cc.rI)Marid(P)C)
735
277
37188
735
530
242
32
151
530
instilic ton F�LFCevpd
Last cK(Da,s
144
108
9
42
144
Las,YXf c ays
73
63
5
19
73
7
Yes Yes
Flight Plan/Itinerary
,__.No
Yes
1'ype of Right Phan Filed None
DeparturT
I Eolnt
Dalhart
SWe
TX
Arport ldentfff&
KDHT
DepailWe Tin,ie
1315
Tu-ne Zone.
MDT
Destination
Monte Vista
State
Co
Airpoil Identifier
KMVI
Tvpeest' Clewance VFRVFR Flight Following
I ype of Airspace
Weather Informabon
SoLirce cif Wx Information
FA('-"rUA,L, REPOR'F - AVIATIO-"� Page 3,
Na I iouai Tr a n,50 or tation � afet.v Board
FACTt-AL REP6RT
AV',AT�10`fir
Weather Momiation
i,JTSBID CEN13LA194
I Occurrence Date 03/14/2013 1
Occ.urcenco Type Accident
WOF i D
A
Obspfvation Time
1440
Time Zone
MDT
'A'01-- Elevation
8380 Ft MSP..
WOF Dvance From Acc�dent Site
13 [,IM
I)Ireclion From Accident Site,
20 Desi iJag
Sky1owest Cloud ConWfon Clear Ft AAL
UjnWion of Light. Day
Lowest Geihng� None :Fl] v" ;L
'10 SM Altimeter 30.41
I-ernperartwo 13 'C
Dew Poait -6 , C, IaVeaUier Condrrions at Accident Sne Visual Conditions
Wind Directron 180
d Speed 7 Wind (-.,usts
Mstbktv (RVR), R _j Visbfitv (RMV,
SM
F,',—andlor
,e c, r, , Obsuration
Accident Information
Aircraft Damage Sub,stantiat Awcraft Fire None AiEcraft Explosion None
lngury Summary Matrix
Fatal
senous
Minor
Nwe
1-0 rAL
Fffnt Rict
Seccnd
F4gN I nsrnxtor
Check Ro�
RgM Engineer
Dabn Attendants
CYU,ie, Cre a,
Passengef,s
TOTAL ABOARED
2
—2
Gther"Gav,xJ
G;N 'ate -['CfFN- -
2
2
FACTUTAL REPOR'r - AVIATION pag�4
�Ynuo ar-a,�r,�a�,� ��
- ational �raraiortatz�aal �f°a etv Board
NTSB ID ERA13LA152
$ A(.�T .AL REPbR,T
Occurrence, Date 03102/2013
AI
Occurrence Tyf>F, ACCdCIerGt ��..
Landing Facility/Approach Information
APrporf t1arne,
AXkpW ID
hipart EIeva'tion
Runway Used
I%tl@'viaj LBnR_pth
hRun,vayaniudth
Ft MSL
N/A
RUnw1'wav Surface I ype
Runway SMI"fHce t4".crndit,ion_
Apmrparoach/ArrivalRown. NONE
VEf: Aprarcaacla; Landings None _......-._...�.
w-� �.�,.�. �.-...
� �._....
Aircraft lnforrnation
Afrcfaft fJan(.Jacturer
Mod "Series
Serial flifraatrec
FICSINSfON HELICOPTER COMPANY
R44 11
11616
AiraaorfhrressGerUficCafe(s) Normal
Landing t;eUar tvpe Skid
Arnateur Built Acft? Na
t`tUrt�tt.Bk,Y. or Seats :
4
Gross VVt.
2500 LES
I'fY.dGTkhkF°k'" of Engines 1
Engine F'ype
Engme f.larwf<at,Jurer
fJlcfdeirseries t-Iatf=d Power
Reciprocating
LYCOMING
_.�....._...._..,,...�.._...._.�..,......,
10 -540 -AE 1A5 260 IFP
�.__-__.__...�.�....�...�..-_,......IT..
- Aircraft Inspection Infrargaaatacsn.�._.._..-...,_�.�,......�,,,....._.
,,.�.,.....�..-__..,.........
Tv6-.we` of Last Inspeciiion
Date of L.a i Insr;e ction_Tne Swice� Last Inspection Nframe, Total Time
Annual
10(2012
Hours 743 Flours
Ernergency Locator Transmitter (ELT) Crfforrnation
ELI 1nst.0ed',)7vpe No
EI....T Aded in Locating Arciderit Site?
Owner/Operator Infornation
Rf;G'BISte!'ed ,4.tlrCX'afi f)w(tt?N �
Street Address �..�.....�..._�._........,,__m..____.
.�,...
HECTOR FORTIS SANTIAGO
C0
State
LXpa Gone
LAJAS
PR
00667-152
Street Articlrpsrs
...� � ._.....,._..
Opeiatrar of Aircraft
City
State
Z Xp Code
HECTOR FORTIS SANTIAGO
1 ip eraiior Does Business As:
riator Code.
- Tvpe of U S. GeMficate(s) Held: Norte
Air Garner Operatinq Ceftiffcate�fs�
Operating Geeitiflrate
OperatotlCr Qffficate,
Fegulaf m Flight Conducted Under : Park 91. General Aviation
Type of Pight Op&ation Cvonducl.ed Personal
E:4C ;'AL REPORT- AVIATIt':IN
"'a^ftr' 2
Nationa I Tran t,F-S60 ERA13LA152
,Vo,rtalioa Board
FA MAL. REPdRT Occurrence Date 03/02/2013
OCCUrrenceTvpe Accident
First Pilot Mormation
Name
On Fite
City
On File
,tate
On File
Date of Birth
On File
Age
49
Sex M Seat Omped Right
OCCUpational Pilot? No
N,,mbe,
Ceifificate NLimber On File
Ccrtficatr(s) Private
Aipiane Ratmg(s) None
Rotorcra6VGIider,1 I -A Heflcopter
IrIstrwiient Ratinj (s) None
InstiLictor Ratmg(s) None
12/2012
Medical t>O Class 3
Medcai Cert Status None
E)atp of Last Mical Exam 02/2013
Right TErne Matnx
E,;.,
""0'. C." yc
TNal Tone
239
73
6
239
74M In Ccpimande RC)
40
10
InshKtor
jnSlfljctcn Rec
L�V,t (.W) Days
6
Last ) Days
6
Yes
Right Plan/Itinerary
Yes
No No
'Tvpp, of Right Ran Red None
Departwe Point
Yauco
State,
PR
/i4rport Identifier
DepartUre TiIne Time
1420
Zone
AST
Deshnanc,,
San Juan
State
PR
&rpoil Menttfier
TJIG
Type of Clearance. None
Type of &rspace
Weather Information
SCUIce ot Wx Information
Unknown
L--
FAC"R1",k1- REPORT- AVLATW�I
P arl e �3,
--- I
National f riu .V6r tation ��'�fety Board
NTS80 ERA13LA152
FACTUAL REP6RT
Occwrence Date 03/02/2013
AV,( X T 1, QN
-c
OMP c -n(,-,e TYPe Accident
Weather Infonnation
wow ID
Obse4-vation Tune
Time Zone
VVO�- Elevatvi
V!OF Dstanre F-rein Accident tate
Gc rr,ct r From Accident site
TJP'S
1550
CST
29 Ft MSL
20 NIA
195 Deg Wg
Skylowest CbUd Gonditfon, Few
30 Ft At
Condiflon of Light. Day
Lowest Cping None
F A
Visbiktv '10
S Bvi Altimeter 29.99 tg
Temperature 29
Dew Potnt
21 'C Weather Condmons at Amdent Bite Visua8 Conditions
Wind Dai-,ction 150
Wind Speed
10 VVInd Gusts
MsVbO(ty (RVR) Ft,
Msblitv (RVV)
Precip andtor Obscurat�on
No Obscuration; No Precipitation
Accident Information
Aircraft Darnage Destroyed
kicmft Fire GrOUnd
Aircraft Exploiswon None
lnpury St rnmanj Matrix Fital Senous Nlino? I cx-e TOT
FffV Rot
S'eccndPRA
Stur,kervt Rof
Fight lnstn,rdix
POO
RK kit Erguifcr
ut,he,,, Crew
Passengers
i uTAL ABOARD -
Cliller (""rxind
GRA I D TOTAL -
FAC"rL,7AI. REPORT- AVIXTION pag, e, 4
r, u Z p .-. fr" e 11 Ill'-,
%
Nifionaffran'Qr6rmtjon �+14fllry Boird NTSBID ERA13LA152 Ain--rafRegistmtian NLNIII)a.r N834RC
FACT -!.'AL REPORT 'Dcci,tuence Date 0310212013 rlost Critca[ 1njWV Minor
AVIATJ
Occw-rertce Type, Accident
I n esti gated By. NTSB
Location/Time
Nearest Cibv/Pbce State Zip Code t..ocai "Tme Tmie Zone
Ciales PR 00638 1500 AST
Aiport Pmx[rmt.y OffAirport/Airstrip Distance From Landing Faam,,
Aircraft information Summary
Nrcraft r,lamifactwer klodelisel [es Type of AVm aft
ROBINSON HELICOPTER COMPANY R44 11 Heiicopter
Revenue Sightseeing Flight: No
Narrative
Air Medicai Transport Flight No
2r (e f P,3f r zib / t, st a Lr, m ent )I f 3 d ,, c c,n ml Qr',,i 3s10 C It CUPr t'3nQ es Veil Inc'It to 9!' ic C -Jo-' I I t,j¢jc 10 A r1j,
*it*, Ncte: NTSB investigators may ljot i',ave traveled in support of this investigation and used data,,
provided by various sources to 1'.')repare this aircraft accident rr
On March 2, 2013, about 1E,00 Atlantic standard title, a Rcbinsc.m R44 IT heli.copter, N63�-RC, operated
by a private individual, was destroyed when it collided with 17,c:Ywer.lines and terrain while making all
autorotation following a reported loss of main rctcr RPM near Ciales, Puerta Pico. P. R. The
private pilot received minor in 'ries. The flight departed from a field, near yauco,
EIR, about
1420, and was destined For Fernandc I. u i s Ribas Dominicci Airport (TJIG), San Juain, PR. Visual
metecrolo,gical conditions prevailed, and lic flight, plan was filed for the- flight. The personal
flight was conducted under the provisions of 1.4 Dode of Federal S-1,equlations Part 91.
While enroute at abcut 700 feet above ground level, the pilor observed the rotor rpm der_°ayinq arld
inmediately entered a 18C, degree autorotation. The helicopter subseqruently collided with hJgh
tension wires and thenirnjz�acted terrain. A post cr&sh fire consum d a s�ignificant portion of the
helicopter.
Ac"=rding to Federal Avial-,iOn Adminisorati�.)n (FPLA) r(.,C.OrdS, the pilctt. held a private pilot
certificate, with a ra t j. rig f c r a rotor. craft-l'.e I icopter. The pilc;t's most recent FA.A. third-class
medical certificate was issued on Febivary 19, 2013. The pilot rej--rcrtE.-.-d 239 total hours, of flight
experience with 73 hours in the R44.
The single-engine, single -rotor helicopter, serial number IAE16, was powered by a --ycorring la -540,
260 -horsepower engine. Ali annual inspection was completed on Gctrtbe-r 1, 20+12 at 743 total aircraft
hour -s.
witnesses reported they saw a low flying helicopter making exploding nzdses and saw black ,smicke
C"Orring from it. The helicopter then ce)Ilided with lin�=s, caught Fire and crashed undernea'th
rhe, power lines.
Examination of the =engine by a FAA inspector revealed no external impact or fire chanage to the
cylinders or manifolds. The engine was free to mcive when examined by a FAA Inspectoi. C,,znapressJ"-'n
was confirmed on all six cylinders using a compression tester. The magnetos were not tested due to
fire dantage. Examination of t lie lower spark plugs revealed normal wear on all six plugs. The fuel
in'ection serve was rermc,vFrd, slid iexamined by an NTSB investigat,,-'>r in Ashl-.,,urn, virginia on April 15,
2013, and no anomalies were noted.
At 1550, the weather observation at mercedital, Airport (TJI-19) , Ponce, Puerto Picc,, 20 odles south of
the accident site incloidad wind from 150 degraeas at 10 knots, 1.0 iniles visibility, and a few clouds
at 3,000 feet. The te-mperature was 2114 degref--,s C, tyre dew point. was 21 degrees c", and the altimeter
setting was 29.99 inches of mercury.
FACTU'A,L RLPORT- AVIATIG-N F1
ERA12LA429
File No. 30965
Make/Model:
Engine Make/Modei:
Aircraft Damage:
Number of Engines:
Operating Cerfificate(s):
Type of Fight Operation:
Reg, Flight Conducted Under:
07/0412012
Robinson Helicopter / R44
Lycoming 10-540-F1 B5
Substantial
I
None
Personal
Part 91: General Aviation
Last Depart. Point: Tallahassee, FL
Destination: Local Flight, FL
Airport Proximity: OffAirport/Airstrip
Pilot -in -Command Age: 48
Certificate(s)/Rating(s)
Private, Helicopter
None
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 03t1312013
Tallahassee, FL Aircraft Reg No. N561CH
Fatal Serious
Crew 0 0
Pass 0 0
Printed on : 6112(2013 1:13:40 PIA
Time (Local): 03:40 EDT
Minor/None
I
0
Condition of Light:
Night
Weather Info Src:
Weather Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
None
Visibility:
10,00 SM
Wind Dir/Speed:
190 1003 Kts
Temperature ('C):
23
Precip/Obscuration:
No Obscuraurni, lio piecjp1tatinn
Flight Time (Hours)
Total All Aircraft: 204
Last 90 Days: 57
Total MakeiModel: 181
Total Instrument Time. 12
Nota, : 'ITS13 inveprigaroxs may nor iiave rraveipd in sup,o'M-1r, of this inveFtlgat.ior. and u�--ed data provided by various sources to prepare
this eircrafL accident report.
The pilot Was operating the helicopter in night vizual meteorclotical conditions in the early morning hourc, after having driven about 6
hours and then flown about 2.5 hours immediately be' -ore the accident flight. He stated that he was in cruise flight about 600-800 feet
above ground level and had beer, flying less than 10 minutes when, while turning over a lake, --]ne Pilot Saw the clutch actuator light
-IIUMirlc,te- The pilat-, rech�d fo r th� ciicuit, h,xeakr box unde�y t -he pd-ss'nger Heat to Pull IJ- clut�ch circuit hreaketr, and Oten felt.
"11911-- in the fast." He stated that the hel'copter 'gas rapidly descending, and he pulled up an the collective to arrest the descent.
After pulling on the collective, he received a. low rotor rpm horn and then observed the surface of the lake reflecting the moonlight t
about 5C feet below the helicopter, as it continued to descend. The pilot pulled on the collective to soften the impact, and the
helicopter cania to rest in the lake. The pilot then egressed and swain to shore. Postaccident examination revealed no evidence -,'
rnach�,,nical rralfunctinns o, fa i 1 ui e s thpr� would l-ve precluded norin�l nperTla, te.srdng cr the ciutch actuoi r�v�aled nl)
anomalies. The reason for the illuminazion of the clut-b actuator light could not be deter-runed. It is likely that, -while reaching down
in an attempt to pull the clutch circuit breaker, with a lack of outside visual references due to the slight conditions and the
helicopter's location over a lake, the pilot rnade an inadvertent cyclic input that resulted in --he helicopter's nose -down attitude and
subsequent descent. The pilot's lengthy time awake and the time of the accident suggest that he may have been fatigued at the Time of the
event.
&Al2LA429
File No. 30965___.,_ 07/04!2012
Updated at Mar 13 2013 9:02AM
Brief of Accident (Continued)
_. Tallahassee, FL Aircraft Reg No. N661CH_ Time (Local).-.Pp:40 EDT
ERA12LA429
File No. 30965 07/04/2012
OCCURRENCES
Maneuvering - Miscellansoua/other
Maneuvering - Collision with torr/obj (non-CFIT)
FINDINGS
Brief of Accident (Continued)
Tallahassee, FL Aircraft Reg No. N561CH Time (Local): 03:40 EDT
Aircraft -Aircraft oper/pert/capability-Perfonnance/control parameters -Altitude -Not attained/malntalned - C
Personnel issues-Actlon/decislon-Info processing/decision4dentmcation/recognMon-Pilot - C
Personnel Issues-Physical-Alertness/Fatigue-(general)-Pilot - F
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain awareness of the helicopter's altitude while attempting to troubleshoot the clutch actuator warning
light, which resulted in an inadvertent descent and impact with water. Contributing to the accident was the pilot's possible fatigue.
-National Traqij.)Ortatio" '.�;Vety Board
I',ITSB [E) CEN13LA155
PRELINHN-ARY RtP
(-)CCUrfence- Date. 02106/2013
A,N,7jATION-
-i
Occut �ence ype Accident
LocationMme
Nearest Oty/Place State
Zip Code L.ocal Fffie
Tulsa OK
74114 1750
Aircraft Information
Registratm Number &rcraft I,,Ianufacnjrer
N276RC ROBINSON HELICOPTER COMPANY
Printed on : 6/1212013 12:59:58 PPO
Most aibcal lmur,v.
Investigated By. NTSB
1 trite Zone
CST
Mode[,Senes Nufnbec
R44 II
'Fype of &rcraft Helicopter An,iatew BWt Aif oaft.� No
Injury Surra wy elocus arae
RevenUe Sightseeing Fiight: No Ail, Medical Transport Right: No
Narrative
B I,qf n '.I rr,It u a It ".If facts, concgo ,:His nano cucu rn,tan ces perune it4 to trip jccenr[r, c i{;ent
.,__5 2. •7e_ g_ 1, s n , a y ri, t:, I r a v r T r -
Jt: 7ehru, ry ab -1, 1, 17 a ;.4,: 1 7
is a
u__ r h i n Y1
g,
7, rd a!-.,-,: C�
71
Z
n a,:, a i r I: r
1- 1 E 2 - 13, L I
PRELI%IINARY ['tiFOR-NIATION - SU"BJEC"I'TO CHANGE PFj[
jP
National Tran "ortation §0a etv Board
NTSBID-CEN13LA'155
PRELlItINARY RFPORT
Occwrence Date 02"06/20'13
AVIATI(lN
IDCCLlrrerfcti) Ty0')e Accident
Other Aircraft dnvolved
Regstration NUniber Aircraft Marlufacturei
Modpf,Senes NUmber
Accident Information
Arcraft Dantage Substantial
=Accidellt
L-)ccLm,Pci DUrIlfg
f E-,W
Narrie,
... ... - - ---- ---
tiff f:ate No
------- --
Injury
plbt
On File_...
On File
...... . .... ................ . .. ....
None
2
.... . ------
4
..... .... .. ..... ....... .. ....
Dr
Operator Information
Name
Operatof Des giator CodeBusiness
As
CRUMPTON AVIATION LLC
17
Sheet Addless
City
STate
Zip Code
9526 E 108TH ST S
TUI-SA
C1K
74133-6770
2 of Certificate(s) Held. None
Ty p�
Ar Carfier0perating Certtficate(s)
Operating CeMficate
Opeiato[ f',,'&tiftcate
Regu0non Right Conducted Und& Part 91: Genera6 Aviation
Type of Flight OperaMns Conducted Business
Rght Pian/Itinerary
— ----- ---- . ......... ..... . ... ........ .
Type of RigM Ran Ftled None
LasV Depart ire point
``Fete 0 ii port I cle8 il ff vr
Same as Accidentlincident Location
KTUL
State Afrpct t Identiftei
Tulsa
OK KRVS
Weather Inforniaton
Investigator's Souice-
00 ID KTUL
01- ervattcfri Tm,wr (Local) 1753
Sky/ Lowest (.oud Condttiw Scattered
3700 Ft AGL
Love est CeOirg None
Pt. ACL vtSibfiftv 10 SiO APtimeTasr 29.88 "Hig
PRELIN,IIN'AR.%'I'lFOR\L-,,'T'ION - SUB TFC'F,ro CHANGE Li
CEN12LA669
File No. 30V=
Make[Model:
Engine Make/Model:
Aircraft Darnage:
Number of Engines:
Operating Certificate(s):
Type of Flight Operation:
Reg. Flight Conducted Under:
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 02127/2013
09Y3012012 Nocona,TX
Robinson Helicopter/ R44
Lycoming / 110-540
Substantial
1
None
Personal
Part 91: General Aviation
Last Depart, Point: Montague, TX
Destination: Local Flight
Airport Proximity: Off Airport/Airstrip
Pilot -in -Command Age: 44
Certificale(s)IRaffrig(s)
None
None
Aircraft Reg No. N8341 W
Fetal
Crew 0
Pass 0
Printed on : 6/12=13 1:08:32 PM
Time (Local): 18:45 COT
Serious Minor/None
0 1
0 2
Condition of Light:
Day
Weather Info Src:
Weather Observation Facility
Basic Weather
Visual Conditions
Lowest Ceiling:
None
Visibility:
10,00 SM
Wind Dir/Speed:
Calm
Temperature ('C):
21
Precip/Obscuration:
No Ohscuratton, No Pi eopitalPon
Flight Time (Hours)
Total All Aircraft: Unk/Nr
Last 90 Days: UnkiNr
Total Make/Model: UnkJNr
Total Instrument Time: UnK[Nr
I , I rinte: NTSS inve-s-figators may r., -,,t have traveled in support, cif this investigation and used data provided by various sources to pye.par-
this aircraft accident report. —
The noncertificated pilot was flying the helicopter at an altitude of 40 to 50 fcet. The pilot cononented to the passengers that he was
concerned about the amount of fuel remaining onboard, then the helicopter impacted the water. Although the pilot reported a flashing
light on the control panel and a bu=eY indicating there was a problem with the helicopter, neither passenger reported seeing any warning
light�s or hearing any alarms before the. jrripacr– A'7c.ond'ing to R'DbLnson HeIicopL&rs, the aurr]. waMlng is loud enough 1.ht anyone i,n t4,c3
helicopter, would hear it. A postaccident inspection revealed that loath fuel tanks were empty but it could nit he determined if the fuel
lines were intact. Both passengers reported drinking alcohol prior to the accident and the passengers procrided conflicting reports to
local authorities as to whether the pilot had consumed alcohol prior to the flight. The pilot was taken to his father's residence
oxnediately following the accident, prior to the arrival of local. authorities- The pilot subsequently refused to speak, with the Lcoal
&�uthnrities when they arrived at the residence. Multiple c'ns dyid bottles o' be'e'r we""'H, 1_c(jvered from the ' he site. The Pilot',
o
attorney reported that there was nreason to believe there was a failure or malfunction of the helicopter airframe or its engine prior
to the impact.
Updated at Feb 27 2013 4:13PM
Brief of Accident (Continued)
CEN12LA669
File No. 30922 09/30/2012 Nocona, TX Aircraft Reg No. N8341 W Time (Local): 18:45 CDT
OCCURRENCES
Maneuvering -low -alt flying - Unknown or undetermined
Maneuvertng4ow-aft flying - Collision with terr/obj (non-CFIT)
FINDINGS
Aircraft -Aircraft oper/pert/capabflity-Perfonnance/control parameters -Altitude -Not attainewmaintained - C
Personnel Issues-Experience/knowledge-Experlence/quallftcatlons-OuallflcatlontcerUftcatlon-Pilot - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board determines the probable causes) of this accident to be:
The noncertificated pilot's operation of the helicopter, which resulted in impact with the water.
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 01122/2013
WPR12CA431
File No. 30750 09f20/2012 McMinnville, OR Aircraft Reg No. N74744
Make/Model: Robinson Helicopter Company f R44 11 Fatal
Engine MakefModel: Lycoming / 10-540 SER Crew 0
Aircraft Carnage: Substantial Pass 0
Number of Engines: 1
Operating Certificate(s): None
Type of Flight Operation: Personal
Reg. Flight Conducted Under: Part 91: General Aviation
Last Depart, Point: Same as Accident/Incident Location
Destination:
Local Flight, OR
Airport Proximity:
On Airport/Airstrip
Airport Name:
McMinnville Municipal Airport
Runway Identification:
MA
Runway LengthMidth (Ft):
UnklNr
Runway Surface:
Calm
Runway Surface Condition:
15
Pilot -in -Command Age:
64
Cerfificate(s)/Rating(s)
CornrnercjaJ; Private, Multi -engine Land-, Single-engine Land; Older, Hekoptet
Airplane
Printed on : 61 _1 2013 1:09:24 PNI
Time (Local): 11:45 PDT
Serious MinortNone
1
2
Condition of Light:
Day
Weather Info Src 'Weather
Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
1300 Ft. AGL, Overcast
Visibility:
10,00 SM
Wind Dir/Speed:
Calm
Temperature ('C):
15
Precip/Obscuration:
No Obscuration No Reopitwion
Flight Time (Hours)
Total All Aircraft: 6500
Last 90 Days: Unk/Nr
Total NlakeiModel: 165
Total Instrument Time: UnKINr
— lqrT a: 117TSB investigator: used data provided by %rprious entities, including, but, not 1_i.mlt.eri to, the Federal Aviation Administration
and/ur the operator and did not travel in support of this investigation to prepare this aircrafL accident report. -1
The pilot stated that after taking two passengers on a sightseeing flight he made an approach and landing to the helipad. However, he was
not satisfied with the lending and lie lifted the helicopter off the helipad, intending to reposition and re—land the helicopter. After
the helicopter berame airborne again, it started ginning to the right and pitches up, rising to ahcuz 50 feet. The pilot reduced the
thrnrtle setting, lowered the. and d&sCencled. As the approeched t'sie gruund, the pilot pulled m,_, r,gai.n nn tl�e
collective. The low rotor rpra horn was sounding as they descended. The helicopter impacted the arsund in a 30 -degree left bank angle,
which collapsed the left skid, and the helicopter rolled over on its left side. All occupants egressed throuqh the right cabin door.
-'he pilot said tl,,at he may have pulled up for, aggressively during his autempt to reposition the helicopter, resulting in the loss c'
c.,.mtrcl . examination :of the.helicDpt.ey xeve.aIed nn tvidrri(:e of pre�ccident mechanics! rnalfruict.ions or failurest.h�L aould
have precluded normal operation.
Updated at Jan 22 2013 3:55PM
Brief of Accident (Continued)
WPR12CA431
File No. 30750 09/20/2012 McMinnville, OR Aircraft Reg No. N74744 Time (Local): 11:45 PDT
OCCURRENCES
Takeoff - Loss of control In flight
FINDINGS
Aircraft -Aircraft oper/perf/cepabhfty-Performance/control parameters -Pitch control -Not attained/maintained - C
Aircraft -Aircraft openperi/capability-Perfonnance/control parameters-Lateral/bank control -Not attained/maintained - C
Personnel Issues -Task performance -Use of equlpAnfo-Aircraft control -Pilot - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation safety Board determines the probable causes) of this accident to be:
The pilot's aggressive takeoff maneuver, which resulted in a loss of control.
CEN13CA053
File No. 30817 11/0812012
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 01131/2013
Bryan, TX
lvlakedlvlodei:
Robinson Helicopter Company l R44 It
Engine Make/Model:
Lycoming / 10-540-AEIA5
Aircraft Damage:
Substantial
Number of Engines:
I
Operating Certificate(s):
None
Type of Flight Operation:
instructional
Reg. Flight Conducted Under:
Part 91: General Aviation
Last Depart, Point:
Same as Accident/Incident Location
Destination.
Local Flight, TX
Airport Proximity:
On Airport/Airstrip
Airport Name:
Coulter Airfield
Runway Identification:
NfA
Runway Length/Width (Ft):
Unk/Nr
Runway Surface:
Runway Surface Condition:
Pilot -in -Command Age:
57
Certificate(s)/Rating(s)
Commercial: Sngle-engine Land
Airplane
Aircraft Reg No. N1 31AA
Fatal
Crew 0
Pass 0
Printed on : 61212013 1:04:42 PI'A
Time (Local): 17:10 CST
Serious Minor/None
0 1
0 0
Condition of Light:
Day
Weather Info Src:
Weather Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
None
Visibility:
10.00 SM
Wind Dir/Speed:
340 1003 Kts
Temperature ("C):
22
Precip/Obscuration:
No Oi)scwation, No Rpopitation
Flight Time (Hours)
Total All Aircraft: 4001
Last 90 Days: 81
Total Make/Model: 31
Total Instrument Time: 174
Note: NT59 inVesrigator.s Used data provided by ,Taint.;. ent-Ities, innluding, hUt not .1.1.ml.zed no, the Federal Aviation Ayiministration
and/or the opeLatcr and did not '-ravel ill support: of this Investig.tion to prepare Lido ait:ci:dft accident report, —
The pilot was receiving training to cb-ain -a helicopter rating; he had 31 hours of helicopter flight time, and the accident occurred on
his second solo flight. The pilot reported that he was attempting to take c--± from a wet grass area and that when he increased the
collective to lift off, the helicopter began to roll to the right with the right skid still on the ground. He =vsd the cyclic to the
left- and thH heli ;prier responded by rnlli.ng to the left, with the let-a;kid cnni.act.iug the groun.l. The pilut Lhen aprAird right cyclic
and the helicopter again rolled to the right. The right skid contacted the ground, and the helicapter rolled over onto its right side.
As a result of the accident, the main rotor blades and the helicopter fuselage werc substantially damaged. The pilot reported that there
were no preimpact mechanical failures or malfunctions with the helicopter that wouid have precluded normal operation.
Updated at Jan 31 2013 3:28P -M
Brief ofAccident (Continued)
CEN1r3CA053
File No. 30817 11/06/2012 Bryan, TX _ ._ Aircraft Reg No. N131AA_ - Time -(Local): CST
CST
OCCURRENCES
Takeoff- Loss or control on ground
Takeoff- Dynamic rollover
FINDINGS
Personnel Issues -Task performance -Use of equip/info-Aircraft control -Pilot - C
Alrcraft-Aircraft operiperUcepab6Ny-(general)-(generai)4ncorrect use/operation - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board determines the probable cause (s) of this accident to be:
The pilot's over -correction in an attempt to stabilize the helicopter during liftoff.
National Traq�['mrtafioll §2-.1fety Board
FOREIG-N- -NOTIFtCATIO-N-
A,N'1AT19,N-
-!V
�r .mm
r • Per, Un-rq
t4TS3IL) CEN12WA677
P,iost Cntical lnury Fatal
Occurrence Date 0910312012 Pry ,,estigated By Foreign
Accident
Nearest Qty/Place State 1 Code Locah T'ime, T ni e Zone
Nyons 0845 UTC
Aircraft Information
F,I.epstranon Nv .miter yvrcraft Man(ffiChirer Mo dr thmil)er
EC -!'VT ROBINSON R441UNDESIGNAT
Type, of Am,,raft Helicopter AniaV,S�ir BUk Aircraft? No
Irt Wt y SLumnary 27111
Revene Sightseeing Fight: Air Medical Transport Flight:
Narrative
Ej :,f n a f I at "A at �.,n r,-,' M of fact E6, Cona, 1110 n, 'ar", ' Circu Ce , p Im ,"t Qq fl'i e ac I d e nt n
*'* Note: The fc-reign authority was the source c)f this, informaticon.
On September 3, 2012, about 0845 u,rc, a Robinson 'P44 helicopter, spamish regiStratiC)n EC -IT!', was
destroyed when while in level cruise. it departed ccntrolled flight. and impacted in mountainous,
e E I a j. n near Nyons, Framce. The pilot and a passenger on board the helicoprer were fat -ally inj=ed.
V is, u a I Tile teo ro lc�g ica I. ciandiCions prevailed at the time of the accident. rhe foreign, non-scheduled
personal flight had departed Clermont Ferrand Aiavergne, France and was en r,oute tC� .71 e 7 uc Le
Cannet, France.
According to information provided by the Bureau dEnquetes et 'J'Arialy-ses, the helicopter was in
level cruise flight abc,ut 1,500 feet ag], in a, rilountainous area and at 110 knots whe�n it encountered
severe turbulence, departed controlled flight and impacted terrain.
This investigation is T.mder the 4,urisdi4_,tion of the gcvernment :)f Fzance. Any further inf'orryta-tic'n
ie.garding the investigation can be obtaine,-'i front the French BEA at:
Bureau d'Enquetes et. d'Analyses
pour Is Securite (Je IAviation Civile
Zone Sud - Batiment 153
200 rue de Paris
Aeropnrt du Borget
F-93352 Le Bourget Cedex
Franc,e
Telephone: +33 1 49 92 72 00
Facsdmile: 4-33 1 49 92 72 03
web: 'vr4w.bea-.aero
Updated Cn Dec 4 2012 12:11Fm
F0P,EIGN 1.NFOR-%,1A.'FI0N - SUBJEC7TO CH -ANG( pae1
NTSB I D, ERA1 3WA031
Nafioiial Traqs"P'Grtation'�OetN Board Most Cnbca� BrIJLH)' Fatal
]FOREIG-N—'OTIFIKATION OCCUrrence DEM,-,. 10/16120,121
_kr vaster ated E3v, Foreign
Aad AT110I.N
Occt.mence Type Accident
Location/Tirne
t4earest (Dtyi'Race
State
Z i p t.,o d e
Local I ime
TIrn(-,� Zon
Moscow
1145
UTC
Aircraft Inforl-nation
Repstration Mimber
AV Craft ManufaCtUrer
Modek'Senes tqwrbet
RA -04206
ROBINSON
R-44
Type of Aircraft Helicopter
Amateur BiftAircraft? No
In)u(y &.imrnwy
F at,.41
erwu =
— @siirtar
Revene Sightseeing Right: Air Medical Transport Flight:
Narrative
,8Itement ut fldr, corldo.ictns ind cijcwnl*„c�s pct�ient tc, Ifie accic�,nnjlc�cL,(ij
NOte: The foreign authority was'thy- source of this information.
Or, CDctober 16, 2012, at 1145 universal. coorzlinated time, a
P-44, Pussian
regi3tration
PA -04206, was substantially damaged when it c�ollided with
the q2-oi.,ind in Bunkovo,
Istra region
Moscow, The pi lc, t-, was catally injure,,d. The -flight was
enfoute tc, Plazh, Vor
rnezh region
MOSCOW, RU.Ssia, at the Lime of the ar-cident.
'the. cc- i d e n t investigation i s under the Jurisdiction of
the Intersf-ate Aviation
Ccnutitee of
Russia. Anfurther in -formation pert�aining tc Chis accident may
be abtain(ed from:
INITERSTATE AVIATION CO2 MITTFE
22/2/1 Bolshaya ordynka Str,
Moscow 119017, !-wssia,
Tel.: (095) 953--12-44 Fax: 953-35-08, 953-16-00
E-mail: mak@mak.ru, 1-ittp://www.rnak.ru
,rhia, report is for informati�-�nal Purposes arid c,:)ntains only inforrfLatt:,ion released by the G3ove=Lment
of Russia.
Updated on Oct 30 2012 11-05Am
FOREIGN INFORNIATION - SUBJECT TO CHANG( Pkie I
Printed on : 6112/2013 1:03:52 PM
Nationa11r z,p 'Ortafion 'S�;' Most Cfit�cal �njury Fatal
Vety Board t4TSBID WPR13FA054
PRELM-NARY RVEPORT Occurrence Date, 11/2512012 Investigated By N -SSB
Type Accident
OccUrrPnce
Location/ Time
Nearest Qt,yPlace State Zip Code L.ocal Tirne I'iri i e Terre
Corona CA 92880 2308 PST
Aircraft infounation
Regist'atron t1urnber Aircraft Manwfacwrer Model 'Sen es NWTII)(?i
N4204A ROBINSON HELICOPTER COMPANY R44 11
Type cif Ancraft Helicopter An-Weui Builthfcsaft9 No
Injury Su�akel 77,
rninary 7-
revenue Sightseeing Flight: No Air Medical Transport Flight: No -
Narrative
Sc t 11 a u af I , e .'f ate f"I e fil of fac ts C C, 1) d gt I r, n C: 3 1 c.e cu rnst3nce s p e f ne if tc, i i i e �x� j !e n uwc rni
i - f t a m '-�n t
y ',7
T7 -e
h 1 1 s I -i-11
71
C, I c e s
,...ti___.
n h-_ ,., a _, an
1- g 1 e c' r d a1._, a tl-.a-' n'.'- ;1_
'1,' 31 r 1 y 2- e
n A
a. i: d she 1 s t a t
e t i - f 1..
PRELENUNARY ].\'FORA1AT'1(')N - SUBJECTTO CHAN"GE as
NFSB ID, WPR'13FA054
PRELIMINARY REPORT
Occurrence Date 11/2512012
STI
Occumrrc(-.,, Type Accident
Other Aircraft involved
Registration Number ucraft t.1anufacturer
ModE;^e/&qies �,Ljrnb&
Accident Information
Aroaft Darnage Substantial
Name
- -- ---------- -
Cert4icate, NO
k,ljury
.
Pikit
On File
On File
... . ..... ...........
Fatal
2
-- -- — - -----------
4
............ -- ----- - -----
- - ---------
kt
-- ---- --------
Operator
Information
�farne
Operator Designator o d e
Doing Business As
LAW OFFICES OF JAMES C BECHLER PC
S trPPI Address
City
Slate
Zip Code
3155 E PATRICK LN STE I
LAS VEGAS
NV
89120-3481
-'I-vpe of Certificate(s) Held None
Ar Carner Operating Cei t[ficate(s)
-rafmg (--,eftficatE
')pc
('perator Celificate
........ . .. ... .....
RegL0atiori R[ght Conducted Under Part 91: General
Aviation
G,dpe of Right Opemtions Conducted Personal
Rght Ran/itinerary .. . . . ......
.. . .......... .. ... ... ..... ...... - --- - -------- ----
Type of Fkght Ran Filed Unknown
Last DEpartt re Poin�
State
A�rport Identifier
Same as Accident/Incident Location
AJO
Aiipoil ldentifier
DesMafiwl
i
Fullerton
CA
FUL
Weather Information
1nvesz[c.;iatr.)i`s Source. Unknown
Paciktv ID KAJO
Observatcon lime (Local). 2256
Sky/Lo'�iest Cloud Conditon
Ft AGL
Lowest Ceiiing Overcast
300 Pt Ai2L VisibilGVv Xtimeter 29,98 "Fig
PRELENIINARYINFOP-MATION - SUB TFC1"T0 CHANGE Page-2
National Traljilorratiwi '"Safety- Boan)
PRELINII-NARY RtPORT
AVIATI
r,teaesl (-,uty'/Race
Blanco
Aircraft infon-nation
Registration NUrnber
N474FA
"type of&rciaft Helicopter
I nj u ry �S e.i mrn a ry
The:
NTSIBiD CEN13FA010
Occwuence EW& '10/11/2012
Occt,arencp Type Accident
st.ate' Zip Code, Local Time
TX 178606 12006
Aircraft Man0actLir&-
Robinson Helicopter Company
F e1j. 1 3
Revenue Sightseeing Flight: No
Arnatew Built Aircraft? No
selcjlj"' --777,
Air Medical Transport Fhoht: No
BI6inst C',rttical Injury Fatal
investigated By. NTSB
'I'irn E, Z wi e
CDT
Modef/Senes Nw-nbpe
R44 11
P u' -f r�o rMuc IM�"neM (J fids @(i d pcfw�c� rit po mcy .iCC ir°-',Wimc ie!r2n I
*** 140 t r : NTSB investigatc.rs either traveled in support. oaf thiS i 11 Vest igE, t i 0 11 or conducted a
significant anicunt of investigative work with,,:7ut any travel, and used date -_,b�,ained front various
sources to prepare this aircraft accident report. ***
Can October 11, 2012, about 2s1OE, central daylight time, a 1-.obinson Helicopter Company model R44 IT,
N474FA, was a ubst anti. a 1 ly dam.aged when it collided with terrain 'Jurinq cruise fiight near
Texas. The f 1 igh t, instruct or, passenger- receiving- instruction, and one additi;.')nal passenger were
fatally inj-ured. The helicopter was operated by Veracity Aviation '-7,"
under the provisions of 14
Code of Federal Regulations Part 91 with(DUt a flight plan. Night visual me teor,., logical condition.-,
prevailed f o r the instructional f 1 ight, wli i c h departr:d Gillespie- County Airport (TS2) ,
Fredericksburg, Texas, approximately 195E, enrOUte to Huber Airpark civic Club LLC' Airo-Ort (E70) ,
Seguin, Texas.
According to the operator of the heii.-opter, the purpose cl f. t h a _F 1 ig tit was a roundtrip
crcss-country flight from the operator's hcmit't base at 7170, located in Seguin, Texas, to Midland
International Airport (KMAF) , in Midland, Texas. The return flight from KMAF to E70 had departed
shortly after 1716, according to fueling documentation obtained from the fix -based operator thiat
serviced the accident helicopter with .37.7 galloris of 100 low -lead aviation fuel.
There, were no witnesses to the helicopter arriving at TS2 or while it was being refueled at one of
the airport's sel-F-serve fu lana stations. At 1936, the accident helicopter wa.:- fueled with 15 92
ga 11. ons of 100 low -lead aviation fuel, acco.rding to fueling dccume-',ntation Prid credit card receipts.
A witness, who was also a helicopter pilot, subsequently rep,,,_,rT_ed seeing a R.obinson P,44 helicopter
depart toward thio southeast; however, due to the dark night conriitions he was unable to) discern the
helicopter's registratic�n number or paint color. He noted that the helicopter hac'] departed from the
self-service fueling station rear the main airport building.
At 2 DO 6, the Unite,,J States Air Porc'e Rescue Co,,_->rdination 'Cenrer (AFRCC), located at Tp,ndall Air
Force Base, Florida, received a4106 MHz emergency locator ciansmitter (E --I') signal azsigned to the
accident helicopter. About 18' minutes later, the AF.P.CC rec,eived their -first of several trJangulated
positions for the active E -_TI signal. The accident site was subsequently located, with the
assistance of airborne and ground units,, at OS24 the morning following the accident. The wreckage
was located in a sparsely populated area comprised of hilly terrain.
The closest weather observing station was 1t-_)(_-:ated at the Gille-spie County Airport I'S 2) ,
Fredericksburg, Texas, about, 22 miles northwest. of the accident, site. At 1 55, the aut,_anated
surface observing system reported the follo-wing weather ccnditi(-_=: wind 140 ciegrees magnetic at 5
kn,ots, visibility 10 miles, scattered clouds at. 1,900 feet above ground level., temperature 23
degrees Celsius, dew point 22 degrees Cels_iu5, altimeter setting 30.1.0 inches, of mercury.
PPELEVINARY INFORNIATION - SUTBJECT'ro CH.VNGEI #t1I
NationalTru P "ortvion� Afpty Boird [4FS61D WPR13LA023
'
PRELLNU-NARY REPORT OCCWence Date, '10/26/2012
A,�,,71ATI"ON- 'Fyr.)e Accident
Occwrence
Location/Time
PIlearesT QtV/Pjace State Zip Code, Locak'Firne
Toutle WA 98649 1200
Aircraft Information
f
06 so
F N753OF -FR0611'NSON HELICOPTER COMPANY
Zegistration Number
Printed on :612/2013 1:05:27 PK/I
Llost Critical 111MV None
Invest (gated Bv NTSB
Time Zone
PDT
klodehSenes Number
R-44 11
Type of hrcraft Helicopter Anoteur BUitt Au craft'? No
S e, r I o n o i
Ir)jufy Summary Falai
Revenue Sightseeing Flight: No Air Medical Transport Flight-. No
Narrative
Fu.t n'l i ot i e I at'? 'Hard o f facts, umuions mo circumst,-.,�Ices, itWw,nl to the i[ i:! ritlin 4rsN�nC
:'T S C. n 1 a
j
I I- - 1 le.. , — — I . � — -11 _ -1 - I � I _. — — :� s I,-- -_-. �_-, 2: -�r � , — y 4
_7j,
o 7
"T
L
n t�_ 1: 1, J r .....
71" t
ae
c, -n:,
t a, _f.,z -�m _tie e :r__,..t_.__,.
H 2 1 17.
r 2: n a t
�7 �,r i, I: TT
C! _1 1" i� n im :y, F_- E Ir.I.- _r t re - s e
i In
d.3 ", I' h n
7 -
Flage
PRELINIINARY 1'\-FORNIATION - SUBJECTTO (HA_11GEE
ing ip.-f/ dnoirg
�V'Aon
Natioeal Tran�'ortatian fet}• Board
p �
PRELIlIN[ARY R19PORT
A-!ATIos
,. �,�. •Accident
NTSB 1D: WPR13LA023
Occurrence Date: 10/26/2012
Occurrence Type:
Other Aircraft Involved
Registration Number
Aircraft Manufacturer
Model/Series Number
Accident Information
Aircraft Damage: Substantial
Accident Occurred During:
Crew
Name
Certificate No.
Injury
Pilot
On File
On File
None
2
3
4
5
6
Operator Information
Name
Erickson Logging
Operator Designator Code
Doing Business As
Street Address
City
Eatonville
State
WA
Zip Code
98328
-Type of Certificate(s) Heli: None
Air Carrier Operating Certificate(s):
Operating Certificate:
Operator Certificate:
Regulation Flight Conducted Under: Part 91: General Aviation
Type of Flight Operations Conducted: Personal
Flight Plan/Itinerary
Type of Flight Ilan Filed. None
Last Departure Point
Same as AccidenUlncident Location
State
Airport Identifier
Destination
Same as AccidentAncident Location
State
Airport Identifier
Weather Information
Investigator's Source: Unknown
Facility ID: WA99
Observation Time (Local): 1555
Sky/Lowest Cloud Condition: Scattered
2000 R- AGL
Lowest Ceiling: Overcast
2000 Ft. AGL
Visibility10 SM
Altimeter: 29.95 "Hg
PRELIMINARY INFORI✓TATION - SUBJECT TO CHANGE Paget
CEN13CA022
File No. 30739
Make/Model:
Engine MakelModel:
Aircraft Damage:
Number of Engines:
Operating Ceffcate(s):
Type of Flight Operation:
Reg. Flight Conducted Under:
10f21/2012
Robinson Helicopter / R44
Lycoming I 0-540-FI85
Substantial
1
None
Aerial Observation; Sightseeing
Part 91: General Aviation
National Transportation Safety Board
Washington, DC 20594
Last Depart. Point: Same as Accident/incident Location
Destination: Local Flight, TX
Airport Proximity: OffAirport/Airstrip
Pilot -in -Command Age: 69
Certificate(s)/Rating(s)
Commercial, Drige-engine Lapd, Helicopter
None
Brief of Accident
Adopted 0112212013
Loop, TX Aircraft Reg No. N7507K
Fatal Serious
Crew 0 0
Pass 0 0
Printed on : 6/12/2013 1:0610 PM
Time (Local): 13:30 CDT
Minor/None
1
3
Condition of Light:
Day
Weather Info Src
Weather Observation Facility
Basic Weather:
Visual Conditions
Lowest Ceiling:
None
Visibility:
Wind Dir/Speed:
2201010 Kts
Temperature ('C):
28
Preclp/ObsCUratfon:
No Obscuration, No Precipiat;cm
Flight Time (Hours)
Total All Aircraft: 26693
Last 90 Days: 137
Total NllakeiModel: 123
Total Instrument Time: 209
Nrlte: NTSB investiqat�-,I'S used dare a-oovided by various en�tips, incluriing, , not. JJ'Trj_red to, the Fsojelial t
Aviarjion Adminisrarion
and/cir the operator slid did t Co
riot. travel iPn support Lhis lilvetbiit
Stigation to Piepare t.Lis aircraft accident report. —
Before the accicient flight, the pilot asked for the welghts of passengers, fueled the helicopter accordingly, and then flew to pr up
the passengers. However, when the p-iot arrived to pick up the passengers, they appeared to be heavier than the weignts he had used for
their in h preflight planning. The pilot reported that he was able to lift off and bring the helicopter to a I"loover, so the helicopter
s�emed to hsvd zL,,ffio7jerjt ,,wer f, L, Vec) f- C. H(i'Ar�,ver, as flew forward over s- thicke-_, the main Lc'tor rpsl lieg��n to
decrease. -he pilot lowered the nose to increase rpin. -he rpni did not increase, and the helicopter impacted terrain hard and sustained
substantial damace when its tailboom separated. The pilot estimated that the helircoDtory,s weight at the time of the accident was inside
the envelope for in -ground -effect operations, but was outside the envelore for out-cf-ground-effect
theta were operations, The grist reported that
no mechanical rralfunot ions with the helicopter during the flight. The pilot -stated that he should have requested that one
person reniain ron the ground until more fuel was butned uff.
Updated at Jan 22 2013 3:55PM
n
Brief of Accident (Continued)
CI N113CA022
File No. 30739 10/21/2012 Loop, TX Aircraft Reg No. N7507K Time (Local): 13:30 _CDT
OCCURRENCES
Takeoff - Collision during takeoff/land
FINDINGS
Personnel issues -Task performance-Planning/prepamtion-Performance calculations -Pilot - C
Aircraft -Aircraft oyer/perf/capability-Aircraft capability -Climb capability-Capabifiry exceeded - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate performance calculations, which resulted in an overweight takeoff for the conditions and the subsequent hard
impact with terrain.
National Trit4ortation Safery Board
NTSBID CEN'13FA010
PRELIM WARY REPORT
OccwienceDate 10/1112012
AUATION
OCCUn ence Type Accident
Other Aircraft I nyoWed
Rc,gstratfon Llwnber Arrcraft Ma nufacturef
Modef�Senps Nurvibep
Ac6dent information
Aird aft Damage Substantial
Crew
Narro--
rcateNo
..... .... ....
pl�ot
On File
-------- ----
On FHe
.. .........
Fatal
2
On File
------
...... . ....
Fatal
4
------------- -
- -------- - . ..... ..
6
Operator
Informabon
Narne
('-)perator Deswator Code
Do(ng BUsnes,7s
Veracity Aviation, LLC
SA�eet Address
City "ty
State
Zip Code
2475 RUdeloff Road
Seguin i r
Seguin
TX
78155
-Type of Cerbficate(s) Held:
Av Carri�r Operating CeMfrcate(s) On-demand Asr Taxi
Operating Certificate
Operalw Certificate Aircraft External Load
. ... ..... . .. ...
Regulation IR girt Conducted U[ider Part 91: General
Aviation
Tvpe 0 Right Operations C',onducted Instructional
Flight Planfltinerary
.--1--.--.-.----- ------------- ........ . .
'Type of Flight Ran Rled None
....... .... . . . ...... .. ....... . ... ......
Last Depailu;p PontMe
st�
Xrport Idenuf[&
Fredericksburg
TX
T82
po
A^r�� IdeMifier
Desknatlu'l
State
Seguin
TX
E70
Weather Information
Investgatrir's Source. Automated Report
Fa 00 0, T82
Dbs�?watior, T=e (Locale 1955
Sky,'LowestCloB.idCof,iditnzrn Scattered
1900 Ft AGL
Lowest CA- ling None
Pt, A(3L
'10 SM
Altimeter 30.10
IPR-ELINIFNARY IN'FORMAT'ION - SU13JECT TO CHANGE Page 2 1
Tj- a � � , ,� fv � - �,g
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 1010912012
CEN12LA443
Day
File No. 30256
07114/2012 Red Oak, 1A
Make/Model:
Robinson Helicopter Company I R44 11
Engine Make/Model:
Lycorrung / 10-540-AE1A5
Aircraft Damage:
Substantial
Number of Engines:
1
Operating Certificate(s):
Agricultural Operator
Type of Flight Operation:
Aerial Application
Reg, Flight Conducted Under:
Part 137: Agricultural
Last Depart, Point: Same as AccidentAncident Location
Destination: Locat Flight, 1A
Airport Proximity: OffAirport/Airship
Pilot -in -Command Age: 31
Certfficate(s))Rating(s)
Flight Instructor CoirrnercW, Helicopter
Helicopter
Aircraft Reg No. N556MM
Fetal
Crew 0
Pass 0
Printed on : 611212013 1:13:14 PM
Time (Local): 17:50 CDT
Serious Minor/None
0 1
0 0
Condition of Light:
Day
Weather Info Src:
Weather Observation Fadity
Basic Weather:
Visual Conditions
Lowest Celtng:
None
Visibility:
10,00 SM
Wind Dir/Speed:
Calm
Temperature f'C):
33
Precip/Obscuration:
No Obscuration, No PieciplaTion
Flight Time (Hours)
Total All Aircraft: 1327
Last 90 Days: 100
Total MakelModel: 562
Total Instrument Time: 65
1. 1 NOtP,: NTSS investigarorF may r -,0t have traveled in supr.ort .-,f this-, investigation and used data provided by various, sc)urc,,--s to prepare
Lh is difcrafL accident report. *** -
The pilot reported that be was unable. to activate the motorized spray system after arriving at the field to be sprayed. He returned to
the departure location in order to troubleshocc,l: the inoperative spray --, ys t ern. As he maneuvered the halicopte-, to land next t, a
ground -support vehicle, the main rotor system impacted a landing plarform installed on tcp of the veh--21e. The pilot reported that there
were no ple�j.rripact lrech-nicai malfuncti.ons ror failures that Would hamar precll.,ded normal. operaCiion -�f the hr l,j'
The wind near rJie
time OF the accident was reported Baa calm. In the abaence of any mechanical malfunctions or adverse atmospheric condltitns, the pilot
should have been able to maintain proper distance froin the known Obstacle.
TJpdated at Oct " 2012 8:24 1LM
Brief of Accident (Continued)
CEN12LA443
File No. 30256 07/14/2012 Red Oak, IA Aircraft Reg No. N556MM Time (Local): 17:50 CDT
OCCURRENCES
Landing-flareftouchdown - Collision during takeoff/land
FINDINGS
Environmental issues -Physical environment-ObjecVanimeVsubstance-Ground vehicle-Response/compensation - C
Personnel Issues-Psychological-AtteffUon/monitoring-Monftoring environment -Pilot - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board determines the probable causes) of this accident to be:
The pilot's failure to maintain clearance from the ground -support vehicle during landing.
ANC12CA082
File No. 30706 07/31/2012
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 12f19/2012
Wainwrlght, AK Aircraft Reg No. N74496
Make/Model:
Robinson Helicopter Company! R44 11
Engine Make/Model:
LyCoMing / 10-540 SER
Aircraft Damage:
Substantial
Number of Engines:
I
Operating Cenificate(s):
On -demand Alr Taxi; Aircraft External Load
Type of Flight Operation:
External Load
Reg, Flight Conducted Under:
Part 133: Rotorcraft Ext. Load
Last Depart, Point: Same as ACCIdent/incident Location
Destination: Local Flight, AK
Airport Proximity: OffAirport/Airstrip
Pilot -in -Command Age: 45
Certificate(s)IRating(s)
Flight Insthid0f, Commercial, Hel�ccpter
Helicopter
Fatal Serious
Crew 0 0
Pass 0 0
Printed on : 6112/2013 1:12:35 PM
Time (Local): 08:00 ADT
Minor/None
1
0
Condition of Light:
Day
Weather Info Src:
Pilot
Basic Weather
Visual Conditions
Lowest Ceiling:
800 Ft AGL, Overcast
Visibility:
10.00 SM
Wind Dir/Speed:
210 1010 Kts
Temperature ('C):
10
Precip/Obscuration:
No Reopitalion
Flight Time (Hours)
Total All Aircraft: 1600
Last 90 Days: Unk/Nr
Total MakeiModel: 1330
Total Instrument Time: UnK/Nr
., I " Note: NTS5 investigators user data provided by various enti.tle_q, including, but. not 1.iniredi the Federal Avistion Administration
and/or the operator, and did not travel in support of this investigation to prepare this aircraft- accident report. —
After landing at the airport, the pilot asked ground personnel to fuel the helicopter while he prepared a sling load for his next flight.
The pilot said that while he was weighing the sling lied cargo on a nearby scale, the ground crew finished fueling the helicopter. The
pilot then signed the fuel delivery manifest for the 25,4 gallons of aviation fuel. Shortly tliereafter, the pilot boarded the helicopter
&nd startHd the. engine. He said tha!_ after lii7t(iff, he picked up I -lip 775 -pound, Iing li,ad and then depaited t-oward his
About 10 to 15 seconds after takeoff, the engine began to run rough and lose power, eo the pilot elected to land, but while attempting to
sat the sling load on the ground, all engine power was lost. The low rotor warning horn sounded, the pilot onter-1 a law -altitude
emergency autorotation and attempted to cushion the lending, but the helicopter landed hard. The helicopter sustained substantial damage
to the fuselage and tail rotor drive system.
* postaccident examination revealed that the reciprocating engine helicopter had been inadvertently serviced with Jet A turbine fuel. In
* written statement, the ground personnel who fueled the helicopter stated that they though-- they were fueling the helicopter with
aviation gas, but they were using the same trailer that they used to fuel larger (turbine -powered! helicopters.
Updated at Dec L9 21312 10:37AM
Brief of Accident (Continued)
ANC12CA082
File No. 30706 07/31/2012 Wainwright, AK
OCCURRENCES
Prior to flight - Wrong fuel
Initial climb - Loss of engine power (total)
Autorotation - Collision with tern/ob) (non-CFIT)
FINDINGS
Personnel Issues -Task performance -Use of equip/Info-Use of equip/system-Ground crew - C
Personnel Issues-Experience/knowledge-Knowledge-Knowledge of equipmant-Ground crew
Ah,raft Fluids/misc hardware-Flulds-Fuel-Fluid type - C
Personnel Issues-Actforddecislon-Action-Lack of action -Pilot - F
Findings Legend: (C) = Cause, (F) = Factor
Aircraft Reg No. N74496 Time (Local): 08:00 ADT
The National Transportation Safety Board determines the probable causes) of this accident to be:
The failure of ground personnel to ensure the helicopter was serviced with the proper fuel. Contributing to the accident was the pilot's
failure to monitor the fueling process.
National Transportation Safety Board
Washington, DC 20594
Brief of Accident
Adopted 1211912012
CEN12CA643
File No. 30687 09/1812012 Slaton, TX
Makeli'viodel: Robinson Helicopter Company / R4411
Engine Make/Model: Lycoming / 10-540-AE1A5
Aircraft Damage: Substantial
Number of Engines: I
operatrig CerIfficate(s): None
Type of Flight Operation: Aerial Application
Reg. Flight Conducted Under: Part 91: General Aviation
Last Depart. Point: Same as AccidentAncident Location
Destination, Same as Accident)[ nc ident Location
Airport Proximity:
On Airport/Airstrip
Airport Name:
Slaton Municipal
Runway Identification:
N/A
Runway Length/Width (Ft):
Unk/Nr
Runway Surface:
Runway Surface Condition:
Pilot -in -Command Age: 59
Certificate(s)/Rating(s)
Commercial, MOt-engine Land, Single-engine Land, He4copter
Airplane
Aircraft Reg No. N957R
Fatal
Crew 0
Pass 0
Printed on : 611 2/201 3 1:10:04 PM
Time (Local): 15:45 CDT
Serious Minor/None
0 1
0 0
Condition Of Light: Day
Weather Info Src 'Weather Observation Facility
Basic Weather. Visual Conditions
Lowest Ceiling: None
Visibility: 10,00 SM
Wind Dir/Speed: Light and Variable
Temperature ('C): 24
Precip/Obscuration: No Reaptalion
Flight Time (Hours)
Total Alt Aircraft: 999
Last 90 Days: Link/Nr
Total MakelModel: 999
Total Instrument 'rime. UnKJNr
I M Note: NTSR irveStigRtol-S used data provide.d by various entities, including, but. not 14miten to, the Federal Aviation Adm.inistraticn
and/or the operator and did not 1--reVel in support, of this investigation to prepare LLis aircraft accident report. '**
After a local flight, the pilot positioned the helicopter onto it platfon.r. trailer. The helicopter's left akij touched down on the. metal
surface, and the pilot then lowered the right skid --a the platform. The helicopter started to slip oft the platform, so the pilot raised
the collective to correct the problem. However, the helicopter fell to the left, the nrain rotor impacted crie ground, and the tail boom
Was Ele�..Veredr Th�- hel.icopter rcaue to rest. on r.he skids; t,he furl i.ank 'wns and a post, --,.rash fiIr- cunsum,da nl,a`orj-r-y oaf th�
helicopter.
Updated at Dec 19 2012 10:37AM
Brief of Accident (Continued)
CEN12CA643
File No. 30687 09118/2012 Slaton, TX Aircraft Reg No. N957R The (Local): 15:45 CDT
OCCURRENCES
Landing - Dragged wing/rotor/ficaVother
Landing - R0 over
FINDIINGS
PersonneN issues-Action/decision-(general)-(general)-Pilot - C
Findings Legend: (C) = Cause, (F) = Factor
The National Transportation Safety Board deteLmines the probable cause4s7 of this accident to be:
The pilot's misalignment of the hplicnpter during landing, which resulted in the helicopter's -fall from a raised platform.
U
F=1 CD E3 I E3 M
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 2
R44 SERVICE BULLETIN SB -83
DATE: 30 May 2012
TO: R44 and R44 11 owners, operators, and maintenance personnel
SUBJECT: Tail Rotor Blade Fatigue Cracks
ROTORCRAFT AFFECTED: R44 and R44 11 helicopters with P/N CO29-1 or CO29-2 tail
rotor blades installed.
TIME OF COMPLIANCE: Within next 10 flight hours or by 30 June 2012, whichever
occurs first.
BACKGROUND: RHC has received reports of P/N CO29-1 & CO29-2 tail rotor blades with
a fatigue crack at the leading edge. The cracks were caused by high fatigue stresses
during maneuvers with large left pedal inputs. Blade P/N CO29-3 incorporates design
features to reduce fatigue stresses. This bulletin requires the addition of a Special
Pilot Caution to the Pilot's Operating Handbook until P/N CO29-3 tail rotor blades are
installed. (CO29-3 blades require a G062-1 hub assembly.)
COMPLIANCE PROCEDURE:
1. Verify P/N of tail rotor blades installed on helicopter.
2. If tail rotor blade P/N is CO29-1 or CO29-2, insert enclosed Special Pilot Caution (page
2 of this bulletin) as the first sheet of the Pilot's Operating Handbook.
NOTE- Special Pilot Caution may be removed from Pilot's Operating Handbook following
installation of CO29-3 tail rotor blades.
Approximate Cost:
Parts- None Required (Special Pilot Caution included as part of Bulletin)
Labor: 0.2 man-hour.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAAAPPROVED.
Rios=
(This page to be printed on pink paper.)
Cut or fold along this line
---------------------------------------------------------------------------------------------------------------------------
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FROBINES' ON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 2
R44 SERVICE BULLETIN SB -82
DATE: 21 February 2012
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT: Rotor Brake Switch
ROTORCRAFT AFFECTED: R44 helicopters S/N 0001 thru 2126. R44 II helicopters
S/N 10001 thru 13139.
TIME OF COMPLIANCE: Within next 150 flight hours or by 31 May 2012, whichever
occurs first.
BACKGROUND: Current production R44 -series helicopters have a more rugged,
environmentally sealed rotor brake switch. This bulletin requires replacement of earlier
switches.
COMPLIANCE PROCEDURE:
1. Order one D049-4 harness assembly, and MS3367-4-9 ty-raps as required.
2. Turn BATTERY switch OFF. Remove tailcone cowling.
3. Refer to R44 Illustrated Parts Catalog (IPC) Figure 5-5. Remove hardware securing
B049-8 harness assembly switch to D113-2 link, exercising care to avoid losing small
NAS620-4 washers. Cut & discard ty-raps as required, disconnect B049-8 harness
from airframe harness at connectors, and discard harness.
4. Refer to R44 Maintenance Manual (MM) Figure 7-16A. Install hardware securing
D049-4 harness assembly switch to D113-2 link. Adjust position of switch on link so
switch opens and closes when gap between D112-1 lever and D110-1 arm is 0.20-
0.30 inch. Verify switch security.
5. Refer to Figure 1. Connect D049-4 harness to airframe harness at connectors, routing
wires to provide S-shaped slack as shown. Install MS3367-4-9 ty-raps as required; cinch
ty-raps until snug without over -tightening, and trim tips flush with heads. Clean up debris.
6. Install tailcone cowling. Connect and secure antenna wiring, as applicable.
7. Turn BATTERY switch ON and function check ROTOR BRAKE warning light. Turn
. BATTERY switch OFF.
8. Make appropriate maintenance record entries.
(OVER)
R44 SB -82
Page 2 of 2
Approximate Cost:
Parts: No charge for D049-4 harness assembly, if ordered by 31 May 2012.
Reference helicopter serial number.
Procure parts from any R44 Dealer or Service Center, or order directly from
assigned RHC Customer Service Representative via email, fax, or phone.
Labor: 0.7 man-hour.
I Conn
MS3367-4-9 Ty -raps
Ill: �illl�lll'11i11%�
D113-2 Link (Ref) /
Switch
Airframe harness (Ref)
ector
\� D049-4 Harness assembly
Route wires to provide S-shaped slack.
t=1 -
-Top—
-7
oP ----- —
� A—
o
Rotor brake assembly (Ref)
I --�
o '
o r
c
o��— FORWARD
FIGURE 1
(VIEW LOOKING DOWN)
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
FROBINSON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 3
R44 SERVICE BULLETIN SB -81
DATE: 21 February 2012
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT. Hydraulic Servos
ROTORCRAFTAFFECTED: R44 and R44 II helicopters equipped with D212-1 hydraulic
servos listed in Table 1, and spare D212-1 hydraulic servos listed in Table 1.
TIME OF COMPLIANCE: By 31 August 2012.
BACKGROUND: During manufacturing inspection, machining burrs were found in a
hydraulic servo component. This bulletin requires some servos assembled after March
2010 (see Table 1) be returned to RHC for inspection.
COMPLIANCE PROCEDURE:
1. Determine if spare(s) or helicopter's D212-1 hydraulic servo serial numbers are listed
in Table 1. Serial numbers of installed servos are listed in the helicopter's Airframe
Maintenance Record (logbook); verify serial number on servo identification plate.
(Servos listed in Table 1 and stamped with an "A" immediately following the serial
number on the identification plate have been inspected and are no longer affected.)
2. If installed servo serial number is listed in Table 1, remove servo per R44 Maintenance
Manual (MM) § 8.750 (refer to www.robinsonheii.com for current revision).
3-. Return affected servo(s) to RHC with completed Component Return Authorization form.
4. Verify servo to be installed is:
a. Not listed in Table 1, or
b. Listed in Table 1 and stamped with an "A" immediately following the serial number
on the identification plate.
5. Install servo per MM § 8.760 (refer to www.robinsonheli.com for current revision).
6. Replace hydraulic reservoir filter per MM § 1.170.
7. Make appropriate maintenance record entries. If installed servo is stamped with an
"A" immediately following the serial number on the identification plate, then enter "A"
after serial number in the helicopter's Airframe Maintenance Record.
(OVER)
R44 SB -81
Page 2 of 3
Approximate Cost:
Parts: No charge for inspection of servos. Warranty applies to all work performed at
factory, but does not include transportation or shipping cost.
Consumables:
• A257-15 Hydraulic fluid (see MM § 1.470 for approved lubricants)
• B270-21 Protectant (see MM § 1.480 for approved adhesives & sealants)
• AN6235-1A Filter (hydraulic reservoir)
• MS28778-14 Packing (hydraulic reservoir filter)
• Assorted palnuts
NOTE
Each inspected D212-1 servo will be returned with:
• (1) D454-3 Retainer (reusable; supersedes MS28773-03)
• (1) D454-4 Retainer (reusable; supersedes MS28773-04)
• (1) MS28775-011 Packing
• (1) MS28778-4 Packing
Labor: 9 man-hours to remove and reinstall three servos.
R44 SB -81
Page 3 of 3
Return the following serial number D212-1 hydraulic servos to RHC for inspection:
0058
1583 13294
5370
7961
0059
1585
3552
5377
7966
0061
1670
3558
5380
7967
0095
1673
3559
5435
8121
0217
1871
3565
5436
8130
0222
2046
3633
5437
8556
2370
3643
5544
8557
_0223
0427
2371
3652
5547
8614
0428
2390
3654
5778
8615
0433
2397
3751
5781
8618
0462
2400
3752
5782
8916
0689
2401
3757
5995
8917
0804
2518
3969
5999
8921
0818
2560
4016
6176
9197
0928
2620
4019
6236
9294
0930
2649
4878
6805
9298
0933
2735
4885
6806
9299
2736
4886
6811
9418
_1064
1130
2741
5021
7346
9421
^1145
2780
5039
7347
9422
1506
3160
5045
7348
9581
1507
3163
5097
7409
10063
1508
3277
5098
7410
10140
1551
3278
5296
7411
10146
1581
3289
5312
7640
10147
1582
3293
5364
7896
10320
10330
10331
10421
10425
10426
10490
10491
10492
10581
10582
10633
10634
10635
10891
10892
10895
11122
11531
11532
11533
12464
14126 thru 14135
14568
14701 thru 14710
14759 thru 14787
14793 thru 14822
TABLE 1
14948
14955
14956
14958
14961
14975 thru 14978
14982
14984 thru 14986
14988
14989
14993 thru 14995
14997
14998
15043 thru 15082
15089 thru 15148
15173 thru 15440
15465 thru 15474
15478 thru 15487
15956 thru 16035
16043
16046
16047
16051 thru 16060
16062 thru 16072
16113 thru 16148
NOTE: Servos stamped with an "A" immediately following the serial number on the
identification plate have been inspected and are no longer affected.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAAAPPROVED.
FROBINES' ON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 3
R44 SERVICE BULLETIN SB -80
DATE: 07 September 2011
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT: Pop -Out Float Cylinder Valve
ROTORCRAFT AFFECTED: R44 and R44 II helicopters with pop -out floats (Clippers),
and spare pop -out float cylinders, equipped with D757-1 (gray) valve assembly containing
D758-1 Revision C or prior housing assembly (Revision letter follows stamped part
number). Black valves are not affected.
TIME OF COMPLIANCE: Within next 250 flight hours or by 30 June 2012, whichever
'occurs first.
BACKGROUND: During a factory test of pop -out floats, the floats failed to inflate due
to a stuck cylinder valve. This bulletin requires earlier D757-1 valve assemblies be
upgraded to ensure proper function.
COMPLIANCE PROCEDURE:
1. Refer to Figure 1. If D757-1 (gray) valve assembly is engraved with "D758-4," or if
gray valve has a data plate indicating B900-8 modification, the requirements of this
bulletin have been complied with and no further action is required.
2. If gray valve is not engraved with "D758-4" or does not have a data plate indicating
B900-8 modification:
a. Verify a local facility (such as a welding gas supplier) is available to fill cylinder with
5000 psi helium and order one KI -211 Valve Replacement Kit, or
b. Order one D679 -3R (filled, overhauled -exchange) cylinder assembly.
NOTE
D679 -3R cylinder assemblies are subject to hazardous materials
shipping regulations and fees.
3. Order KI -151 Cylinder Service Kit as required. Kit can service multiple cylinders
and includes MT545-1 locking pin, MT546-1 diffuser, MT546-2 adapter, MT546-4
bleed fitting assembly, and instructions. Instructions are available online at www.
robinsonheli.com under the Publications tab.
(OVER)
R44 SB -80
Page 2 of 3
4. Remove and depressurize cylinder per KI -151 kit instructions.
5. Remove valve from cylinder and return valve, or return empty cylinder assembly, to
RHC with completed Component Return Authorization form.
CAUTION
When removing valve from cylinder, do not place cylinder in vise;
vise jaws can damage cylinder reinforcing fibers. A strap wrench
can be used to immobilize cylinder and react valve torque. Tape
cylinder opening to prevent foreign object contamination.
6. As required, lightly coat A215-212 o -ring with A257-19 lubricant and install o -ring on
valve at base of threads. Install D757 -1R valve assembly in cylinder and special
torque valve at 1-3/8 inch wrenching flats to 40 ft -Ib.
7. Follow KI -151 kit instructions when filling and installing cylinder assembly.
8. Make appropriate maintenance record entries.
Approximate Cost:
Parts: $850 for KI -211 Pop -Out Float Cylinder Valve Replacement Kit, refunded
upon receipt of affected, serviceable, D757-1 valve assembly. KI -211 includes
D757-1 R (overhauled -exchange) valve assembly, A215-212 o -ring, A257-19
lubricant, D682-6 decal, MS28778-2 o -ring, and MS3367-4-9 ty-raps.
$2000 for D679 -3R cylinder assembly, refunded upon receipt of affected,
serviceable, cylinder assembly. Shipping fees are not refunded.
$105 for KI -151 Pop -Out Float Cylinder Service Kit if ordered by 30 June
2012. KI -151 includes MT545-1 locking pin, MT546-1 diffuser, MT546-2
adapter, MT546-4 bleed fitting assembly, and instructions.
Parts may be obtained from any R44 Dealer or Service Center, or ordered directly
from RHC Customer Service via www.robinsonheii.com, fax, or phone.
Labor: 2.5 man-hours to replace cylinder and valve assemblies (filling cylinder not
included).
D758-4 Housing part number
will be engraved adjacent to
pressure gage.
in r` T i i
E— MT546-1 Diffuser
D679 Cylinder assembly
Data plate indicating B900-8
modification will be located
adjacent to pressure gage.
FIGURE 1
MT546-1 Diffuser
assembly
R44 SB -80
Page 3 of 3
— D757-1
Valve assembly
(gray -colored)
— D757-1
Valve assembly
(gray -colored)
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
MMBINSIED N
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 3
R44 SERVICE BULLETIN SB -79
(supersedes R44 Service Letter SL -33)
DATE: 20 December 2010
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT. C188-3 Sprag Clutches
ROTORCRAFT AFFECTED: R44 and R44 II helicopters, and spare C018 clutch
assemblies, equipped with C188-3 revision D, E, F, or G sprag clutches having 500
hours or more time in service. Note: R44 s/n 1902 & subsequent, and R44 II s/n
12313, 12320, and 12323 & subsequent, were delivered with C188-3 revision H sprag
clutches.
TIME OF COMPLIANCE: At next 100 -hour or annual inspection, whichever occurs first.
BACKGROUND: RHC has received reports of damaged early -revision C188-3 sprag
clutches. This bulletin requires that early -revision sprag clutches have their lubricant
inspected for metallic debris.
COMPLIANCE PROCEDURE:
1. On aft face of upper sheave, locate C188-3 sprag clutch data plate and determine
revision ("REV") letter. If revision letter is H (or subsequent), no further action is
required.
2. Refer to R44 Illustrated Parts Catalog (IPC) Figure 5-11 dated JUL 2008. Determine
dash number of installed C168 retainers (forward and aft). C168-5 retainers have a
B289-3 screw (item 32).
NOTE
To facilitate sprag clutch lubricant inspection, older clutch assemblies
may be upgraded with KI -202 kit and longer bolts (if required).
3. a. If two C168-5 retainers are installed, proceed to step 4.
b. If two C168-5 retainers are NOT installed, perform clutch assembly forward seal
replacement per MM § 7.213 dated JUL 2008 (or subsequent). Drain lubricant
through a 190 -micron (or finer) paint filter/strainer but do not use a magnet. Proceed
to step 11.
(OVER)
R44 SB -79
Page 2 of 3
4. Remove C706-1 tailcone cowling. Rotate clutch shaft until bolts attaching C195 aft
yoke to shaft are vertical. Engage rotor brake. Remove C723-6 cover from C723
bulkhead. Rotate upper sheave until forward retainer's B289-3 screw is on top and
replace screw with clean MT147-2 fitting and attached drain hose (ref MM Fig. 9-3).
Drain lubricant through a 190 -micron (or finer) paint filter/strainer.
5. Rotate upper sheave until fitting is on bottom and place a clean, absorbent rag beneath
fitting to catch any drips. Remove aft retainer's B289-3 screw (B289-3 screws must
be on opposite sides of clutch shaft: when one is on top, opposite must be on bottom).
Drain lubricant through a paint filter/strainer. Used lubricant may be dark.
WARNING
Avoid contaminating drive belts and sheaves with lubricant;
clean contaminated surfaces with mild soap and water solution
followed by a warm water rinse.
6. Install second clean MT147-2 fitting in aft retainer screw hole and connect fitting to
a clean supply of A257-4 lubricant. Place a clean, absorbent rag beneath fitting to
catch any drips. Allow lubricant to flush internal sprag clutch cavity and into paint
filter/strainer until exiting lubricant is obviously red. Disconnect fluid supply and allow
lubricant to drain completely through paint filter/strainer.
7. Inspect paint filter/strainer for metallic debris. If any metallic debris is found remove
C018 clutch assembly and return it to either RHC, or an R44 Service Center authorized
to overhaul clutch assemblies, for disassembly & inspection. If no metallic debris is
found then service clutch with lubricant per following step.
8. Connect drain hose to upper MT147-2 fitting in aft retainer. Connect lower MT147-2
fitting in forward retainer to a clean supply of A257-4 lubricant. Fill sprag clutch cavity
through lower -forward fitting until no bubbles are seen in lubricant flowing into drain
hose from upper -aft fitting, then shut off lubricant flow. Replace aft MT147-2 fitting
with B289-3 screw and tighten. Rotate upper sheave until forward MT147-2 fitting is
on top. Remove fitting and verify lubricant level contacts threads; add lubricant as
required. Install forward B289-3 screw and tighten. Remove rags.
9. Install C723-6 cover on C723 bulkhead.
10. Install tailcone cowling and connect antenna & ground leads, if installed.
11. Make appropriate maintenance record entries.
R44 SB -79
Page 3 of 3
Agoroximate Cost:
Parts: 1 each p/n 2000,190 -micron paintfilter, box of 100 ........ $ 20.00
1 each A257-4 lubricant, quart ..................... $ 4.75
1 each KI -202 kit (if required), includes .............. $ 220.00
2 each A215-042 o -ring
2 each B289-3 screw (includes o -ring)
2 each C168-5 retainer
2 each C966-5 seal
12 each NAS6605-42 bolts (if required) .............. $ 30.00
Parts may be obtained from any R44 DealerorService Center, orordered directly
from RHC Customer Service via www.robinsonheli.com, fax, or phone.
Labor: 2 man-hours if C168-5 retainers installed.
8 man-hours if C168-5 retainers are not installed.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAAAPPROVED.
FROBINEm" ON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 1
R44 SERVICE BULLETIN SB -78B
DATE: 20 December 2010 REV B: 28 September 2012
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT: Bladder Fuel Tank Retrofit
ROTORCRAFTAFFECTED: R44 helicopters S/N 0001 thru 2064, and R44 11 helicopters
S/N 10001 thru 12890, unless previously accomplished.
TIME OF COMPLIANCE: As soon as practical, but no later than 30 April 2013.
BACKGROUND: This bulletin requires R44 helicopters with all -aluminum fuel tanks to
be retrofitted with bladder -type tanks. In addition to a factory retrofit program, a field kit
• is now available. To improve the R44 fuel system's resistance to a post -accident fuel
leak, this retrofit must be performed as soon as possible.
COMPLIANCE PROCEDURE:
Order one KI -196-1 kit for R44, or one KI -196-2 kit for R44 II, from RHC Customer
Service and install per kit instructions. Kit includes main and auxiliary bladder tanks,
installation hardware, hoses, and instructions. Kit instructions also available online at
www.robinsonheli.com/service library/r44_kit_instructions.html
Alternately, return helicopter to RHC for factory retrofit (ref. R44 SL -36).
Note: Retrofit requires substantial sheet -metal work. Paint refinishing for aesthetics
may be desired.
Approximate Cost:
Parts: $6800 for KI -196-1 or -2 kit. Reference helicopter model and serial number.
Fuel tanks are supplied painted white.
Labor: Approximately 40 man-hours (paint refinishing not included).
Note: Normal Service Center discounts do not apply. (Refer to RHC memo dated
28 May 1997.)
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
FROBINSON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 1
R22 SERVICE BULLETIN SB -104
R44 SERVICE BULLETIN SB -77
DATE: 26 May 2010
TO: R22, R44, and R44 II owners, operators, and maintenance personnel
SUBJECT: Clutch Actuator Fuse Holder Wiring
ROTORCRAFTAFFECTED: R22 Helicopters S/N 0002 thru 4481, R44 Helicopters S/N
0001 thru 2092, and R44 II Helicopters S/N 10001 thru 13034.
TIME OF COMPLIANCE: Within next 100 flight hours or by 31 August 2010, whichever
occurs first.
BACKGROUND: RHC has received a report of an improperly wired clutch actuator fuse
holder. This bulletin requires a function check of the fuse holder wiring.
COMPLIANCE PROCEDURE:
1. Turn Master switch on and engage CLUTCH switch. Verify CLUTCH light illuminates
and actuator gearmotor operates.
2. While actuator is engaging, remove fuse from actuator fuse holder.
a. If gearmotor shuts off and CLUTCH light remains illuminated, fuse holder is wired
properly. Proceed to step 3.
b. If gearmotor continues operating and/or CLUTCH light extinguishes, fuse holder is
wired improperly and must be rewired. Refer to R22 Maintenance Manual (MM)
Figure 14-4 or 144A, or R44 MM Figure 14-1 F for proper wire assignment at fuse
holder and resolder wires as required. Repeat steps 1 and 2.
3. Install appropriate fuse in fuse holder, disengage actuator, and turn Master switch off.
4. Make appropriate maintenance record entries.
Approximate Cost:
Parts: None.
Labor: 0.2 man-hour.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAAAPPROVED.
FROBINES' ON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 1
R22 SERVICE BULLETIN SB -104
R44 SERVICE BULLETIN SB -77
DATE: 26 May 2010
TO: R22, R44, and R44 II owners, operators, and maintenance personnel
SUBJECT. Clutch Actuator Fuse Holder Wiring
ROTORCRAFTAFFECTED: R22 Helicopters S/N 0002 thru 4481, R44 Helicopters S/N
0001 thru 2092, and R44 II Helicopters S/N 10001 thru 13034.
TIME OF COMPLIANCE: Within next 100 flight hours or by 31 August 2010, whichever
occurs first.
BACKGROUND: RHC has received a report of an improperly wired clutch actuator fuse
holder. This bulletin requires a function check of the fuse holder wiring.
COMPLIANCE PROCEDURE:
1. Turn Master switch on and engage CLUTCH switch. Verify CLUTCH light illuminates
and actuator gearmotor operates.
2. While actuator is engaging, remove fuse from actuator fuse holder.
a. If gearmotor shuts off and CLUTCH light remains illuminated, fuse holder is wired
properly. Proceed to step 3.
b. If gearmotor continues operating and/or CLUTCH light extinguishes, fuse holder is
wired improperly and must be rewired. Refer to R22 Maintenance Manual (MM)
Figure 14-4 or 14-4A, or R44 MM Figure 14-1 F for proper wire assignment at fuse
holder and resolder wires as required. Repeat steps 1 and 2.
3. Install appropriate fuse in fuse holder, disengage actuator, and turn Master switch off.
4. Make appropriate maintenance record entries.
Aparoximate Cost:
Parts: None.
Labor: 0.2 man-hour.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERALAVIATION REGULATIONS AND ARE FAAAPPROVED.
FROBINSON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 2
R44 SERVICE BULLETIN SB -75
DATE: 30 April 2010
TO: R44 owners, operators, and maintenance personnel
SUBJECT: Door Lower Hinge Pins
ROTORCRAFT AFFECTED: R44 helicopters S/N 0001 thru 0150, and all non -factory -
installed R44 doors (refer to helicopter's maintenance records to determine if door was
replaced) regardless of helicopter serial number.
TIME OF COMPLIANCE: Within next 150 flight hours or by 31 July 2010, whichever
occurs first.
BACKGROUND: Early door lower hinge assemblies had hinge (pivot) pins which were
either undrilled or too short to allow installation of a securing cotter pin or ring when
installed on the helicopter. This service bulletin requires installing lower hinge assemblies
having a drilled hinge pin with sufficient length to install a cotter pin or ring.
COMPLIANCE PROCEDURE:
1. With doors installed on the helicopter, determine if both door lower hinge assemblies
can be secured with a MS24665-151 cotter pin. If both hinges on each door can be
secured then the requirements of this bulletin have been complied with.
2. If a door lower hinge assembly cannot accept a cotter pin, order one C227-1 (for
forward left door) and/or one C227-2 (for forward right door) revision K (or subsequent),
and/or one C389-1 (for aft left door) and/or one C389-2 (for aft right door) revision M
(or subsequent) lower hinge assembly. Each hinge also requires two MS51861-37C
screws plus one MS24665-151 cotter pin.
3. Remove affected door(s). Remove lower hinge assembly and discard screws.
4. Transfer mounting screw hole locations from removed hinge assembly to new hinge
assembly and drill two 0.170 -inch diameter holes in new hinge at noted locations.
Deburr drilled holes.
(OVER)
R44 SB -75
Page 2 of 2
5. Install new C227-1 or -2 , or C389-1 or -2 lower hinge assembly with two MS51861-
37C screws and torque screws to 36 in. -Ib. Install door(s) per POH section 7, and
install MS24665-151 cotter pins in upper and lower hinges. Verify doors open and
close smoothly and latch correctly.
NOTE
On doors with pneumatic openers only, B427-1 cotter rings may be
used in place of MS24665-151 cotter pins.
6. Remove affected door(s). Mask hinge pin and door. Zinc -chromate, or epoxy, prime
and paint new hinge assembly. If matching factory DuPont Imron paint, refer to paint
color codes located on inside front cover of original factory -supplied maintenance
record (airframe log book).
7. Make appropriate maintenance record entries.
Approximate Cost:
Parts: C227-1 lower hinge assembly (forward, left door): $59.75
C227-2 lower hinge assembly (forward, right door): $59.75
C389-1 lower hinge assembly (aft, left door): $59.75
C389-2 lower hinge assembly (aft, right door): $59.75
B427-1 cotter ring: $ .35
MS24665-151 cotter pin: $ .04
MS51861-37C screw, self -tapping: $ .30
Parts may be obtained from any R22 Dealer or Service Center, or ordered
directly from RHC Customer Service (via RHC web site, fax, or phone). Order
must include helicopter serial number.
Labor: 2 man-hours (without paint matching).
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAAAPPROVED.
FROBINEBB' ON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 2
R44 SERVICE BULLETIN SB -74
DATE: 30 April 2010
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT. MRGB Input Yoke Retaining Nut Torque
ROTORCRAFT AFFECTED: R44 helicopters S/N 0001 thru 2030. R44 II helicopters
S/N 10001 thru 12691, 12693 thru 12697, 12699, & 12704. Spare C006-5 or C006-6
MRGBs Revision AD and prior.
TIME OF COMPLIANCE: Within next 150 flight hours or by 31 July 2010, whichever
occurs first.
BACKGROUND: RHC has recieved reports of torque loss at the AN320-8 nut securing
the C908-1 yoke to the main rotor gearbox (MRGB) pinion. Loss of nut torque can result
in damage to the MRGB pinion splines. This bulletin requires increasing yoke retaining
nut torque.
COMPLIANCE PROCEDURE:
1. Remove C706 tailcone cowling. Disengage clutch actuator.
2. Temporarily support forward end of clutch shaft. Remove C947-1 forward flex plate
and record placement of any shim washers. Apply rotor brake.
3. Determine if cotter pin securing C908 yoke to MRGB pinion is broken or missing; if
cotter pin is undamaged, proceed to step 4. If cotter pin is broken or missing, remove
C908 yoke per R44 Maintenance Manual (MM) Section 7.140. Visually inspect yoke
and pinion splines for damage (spline damage is indicated by wear steps). Replace
yoke if damaged. If pinion is damaged, remove MRGB per MM Section 7.110 and
return to RHC for repair.
4. Remove cotter pin from nut, special torque nut to 35-45 ft -Ib, and install new MS24665-
210 cotter pin.
NOTE
Deflection of washer under nut is permissible.
(OVER)
R44 SB -74
Page 2 of 2
5. Release rotor brake. Verify gap between both yoke magnets and both B320-2 senders
is 0.020-0.040 inch. Adjust gap as required by repositioning sender jam nuts.
6. Visually inspect C947-1 forward flex plate and verify no damage. Install flex plate per
MM Fig. 7-4 using previously recorded shims, if any. Remove clutch shaft temporary
support. Standard torque bolts to 350 in. -Ib. Install four new B330-19 palnuts, standard
torque to 29-60 in. -Ib, and torque stripe per MM Figure 2-1.
7. Install C706 tailcone cowling. Connect any applicable antennas and ty-rap associated
wiring as required.
8. Have qualified person run-up helicopter per Pilot's Operating Handbook. Verify correct
function of dual tachometer and low rotor RPM warning system. Shutdown helicopter
per Pilot's Operating Handbook.
9. Make appropriate maintenance record entries.
Aparoximate Cost:
Parts: B330-19 palnut $ .17 (4 required)
MS24665-210 cotter pin $ .04
Parts may be obtained from any R44 Dealer or Service Center, or ordered
directly from RHC Customer Service (via RHC web site, fax, or phone). Order
must include helicopter serial number.
Labor: 1 man-hour.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
FIOBINSON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
Page 1 of 3
R44 SERVICE BULLETIN SB -72A
(supersedes R44 SL -24 and R44 SB -72)
DATE: 30 April 2010 REV A: 19 July 2012
TO: R44 and R44 II owners, operators, and maintenance personnel
SUBJECT: Main Rotor Blade Bond Inspection
ROTORCRAFT AFFECTED: R44 helicopters with C016-2 main rotor blades, and R44 II
helicopters with C016-5 main rotor blades.
TIME OF COMPLIANCE: Every four months, 100 -hour inspection, or annual inspection,
whichever occurs first.
BACKGROUND: Debonding of rotor blade skins can occur when the bond line is
exposed due to erosion of the blade finish, or when corrosion occurs on the internal
aluminum tip cap. Proper inspection and protection (refinishing) of bonded areas is
required. Debonding resulting from improper inspection and maintenance could cause
a catastrophic accident.
COMPLIANCE PROCEDURE:
NOTE
To facilitate inspection, blade may be teetered down, collective fully
raised, and cyclic stick positioned to apply maximum up pitch.
1. Refer to Figures 1 and 2. Remove both main rotor blade tip covers and clean the
blades. Clean and remove any corrosion from tip covers.
2. Using 10x magnification, visually inspect uncovered skin -to -tip cap bond joints. Using
a 1965 -or -later United States quarter -dollar coin, tap test skin -to -tip cap bond joints on
both upper and lower surfaces. If corrosion, separation, or voids are detected, blade is
unairworthy. Atap test tutorial video is available on our website, www.robinsonheli.com, I
under the Publications tab.
3. Using 10x magnification, visually inspect any exposed skin -to -spar bond line for gaps
(empty space between skin and spar). Blade is unairworthy if any gap, including "pin
hole(s)", is detected in the bond line.
4. Refer to Figure 2. Mark outboard 135 inches of blade lower surface as shown to
identify skin -to -spar bond joint area.
(OVER)
R44 SB -72A
Page 2Of3
5. Verify OO visible dents within the bond joint area. Blade is UD8irw0rthy if bond joint
area iSdented.
O. Tap test the lower GkjO-to+Sp8[bond joint and verify OOvoids exist. Blade iSUD8irm/OrMhv
if void is detected.
1 7. Refinish all exposed bare metal, including tip covers, per R44 SL -32B.
8. Install blade tip covers, ensuring cover edges are flush with blade profile.
9. Make appropriate maintenance record entries.
U
Parts: $5 for K]`200 Kit.
KI -200 Kit includes:
188 MT332-44tOo|
Labor: Less than 1 Dl8n-h0U[
SKIN -TO -SPAR BOND LINE, located -
1]5inch from leading edge ofblade
(requires inspection and evaluation if
exposed, see text)
REMOVABLE
TIP COVER
SKIN -TO -TIP CAP --
CRITICAL BOND JOINT
1.O3inches for P/N C01 6-2
1.65 inches for P/N C01 6-5 J
GAP inbond line requires
blade replacement (example).
PIN HOLE inbond line requires
|
blade mp|aoomoru (example).
Bond Line (adhesk/e)
EXPOSED SPAR METAL
EXPOSED PAINT
PRIMER (example)
C01 6-5
^
FIGURE 1 TIP AREAAND LOWER SURFACE
(Example, Blade with Excessive Paint Erosion)
YELLOW PAINT
�
R44 SB -72A
Page 3Of3
Hold MT332-44 (R44 -series) tool
against main rotor blade surface
and leading edge while moving
it spanwise.
0.078 -inch diameter Holes
^^ — K4nrked ~/
^
Lines
Insert felt tip of Sharpie' (brand) 30000-oeriou
-~ POINT PERMANENT MARKER" thruholes
ool and mark tvvoepanvvioe lines along lower~ surface from tip inboard 135 inches.
`|
\
`
FIGURE 2 MARKING LOWER SKIN -TO -SPAR BOND JOINT AREA
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
RDE3INSON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0508 Fax (310) 539-5198
R44
Page 1 of 1
SERVICE BULLETIN SB -71
(supersedes Service Bulletin SB -58A)
DATE: 25 March 2009
TO: R44 II Owners, Operators, and Service Centers
SUBJECT: R44 II Throttle Link
ROTORCRAFT AFFECTED: R44 II Helicopters S/N 10001 thru 12529.
TIME OF COMPLIANCE: Within next 100 flight hours or by 31 July, whichever occurs
first.
BACKGROUND: B564-2 revision C throttle links have Teflon -lined steel bearing races,
designed to prevent race separation from link body. This bulletin requires replacing
earlier revision links having aluminum -bronze races. Large -diameter safety washers
will remain installed to prevent loss of throttle control if a bearing race separates.
COMPLIANCE PROCEDURE:
1. Order B564-2 revision C (or subsequent) link from RHC Customer Service (via RHC
web site or by phone).
2. Remove engine right cowling and air intake hose.
3. Refer to R44 Illustrated Parts Catalog Figure 4-19B dated JUL 2008. Remove
B564-2 revision B link or D853-1 link assembly. Install B564-2 revision C (or
subsequent) link. Verify A141-17 safety washers are installed per R44 SB -62.
Standard torque nuts to 50 in. -Ib, palnuts to 10 in. -Ib, and torque stripe per R44
Maintenance Manual (MM) Figure 2-1.
4. Verify throttle correlation rigging per R44 MM Section 10.150.
5. Install air intake hose.
6. Install engine right cowling.
7. Make appropriate maintenance record entries.
Approximate Cost:
Parts: R44 11 Helicopters S/N 12100 and subsequent, are under warranty. No charge
if ordered by 31 July 2009.
B564-2 revision C link: R44 II Helicopters S/N 10001 thru 12099, $32 if
ordered by 31 July 2009.
Order must include helicopter serial number.
Labor: 0.5 man-hour.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
C3 E3 I " a C3
HELICOPTER COMPANY
29€71 Airport Drive. Torrance, California 90505 Phone (310) 539.0508 Fax (310) 539{5198
Rod
SERVICE BULLETIN SB -70
Page 1 of 1
DATE: 25 March 2009
TO: R44 Owners, Operators, and Service !Centers
SUBJECT: Carbon Monoxide (CO) Detector Retrofit
ROTORGRAFT AFFECTED: R44 Helicopters SIN 0001 thru 1590.
TIME OF COMPLIANCE: Within next 100 flight hours or by 31 July 2009, whichever
occurs first.
BACKGROUND: Carbon monoxide poisoning can be fatal. This bulletin requires
installing CO detectors on helicopters that do not already have a detector.
COMPLIANCE PROCEDURE:
1. Determine if caution light labeled "Carbon Monoxide" is installed; if installed, no
further action is required.
2. If "Carbon Monoxide" caution light is not installed, order KI -164 kit from RHC
Customer Service (via RHC web site or by phone). Install per kit Instructions. Kit
instructions are available online at: www.robinsonheli.comiservelib.htm.
A , roximate Cost:
Parts: $175 for KI -164 kit if ordered by 31 July 2009.
Order must include helicopter serial number.
Labor: 2 man-hours.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
1 ELICOPTER COMPANY
2901 Airport Drive. Torrance, California 90505 Phone (310) 53"508 Fax (310) 539-5198
R44
SERVICE BULLETIN SB -69
Page 1 Of 1
DATE: 25 March 2009
TO: R44 and R44 1.1 Owners, Operators, and Service Centers
SUBJECT: Gascoiator assembly
ROTCIRCRAFT AFFECTED: R44 Helicopters S/N 0001 thru 1901. R44 II Helicopters
S/N 10001 thea 12222.
TIME OF COMPLIANCE: Within next 100 flight hours or by 31 July 2009, whichever
occurs first.
BACKGROUND: Earlier gascolator assemblies secure the sediment bowl to the top
with a wire clip. This service bulletin requires replacing clip -type gascolator tops with a
threaded top, collar, and ring for improved security of the sediment bowl.
COMPLIANCE PROCEDURE:
From RHC Customer Service (via RHC web site or by phone), order one KI -193-1 Kit
for each affected R44 -series (carbureted) helicopter, or one KI -193-2 Kit for each
affected R44 11-serles (fuel -injected) helicopter, and install per kit instructions. Kit
instructions are available online at: www.robinsonheli.com/servelib.htm.
Approximate -Cost:
Parts: R44 Helicopters S/N 1677 and subsequent, and R44 II Helicopters S/N 12100
and subsequent., are under warranty. No charge if ordered by 31 July 2009.
KI -193-1: R44 Helicopters S/N 0001 thru 1676, 58 if ordered by 31 July 2009.
KI -193-2: R44 11 Helicopters S/N 10001 thru 12099, $98 if ordered by 31 July
2009.
Order must include helicopter serial number.
Labor: 1.0 man-hour for R44 -series helicopters.
1.5 man-hours for R44 Ii -series helicopters.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION: REGULATIONS AND ARE FAA APPROVED.
FR C3 E3 I SS* "
HELICOPTIE P COMPANY
2901 Airport Drive, Torrance, California 90505 Phone (310) 539-0505 Fax (310) 539-5198
R44
Page 1of 1
SERVICE BULLETIN SB -68
(supersedes Service Bulletin 8444 SB -31)
BATE: 25 March 2009
TO. R44 and R44 11 Owners, Operators, and Service Centers
SUBJECT: Rigid fuel luxe replacement
R-OTORCRAFT AFFECTED: R44 Helicopters SIN 0901 thru 2043, and R44 11
Helicopters SIN 10001 thru 12723, unless previously accomplished.
TIME OF COMPLIANCE: Within next 100 flight hours or by 31 July 2009, whichever
occurs f=irst.
BACKGROUND: In an accident, rigid
service bulletin requites replacing
likelihood of a post -accident fuel leak.
COMPLIANCE PROCEDURE'
fuel lines may be susceptible to damage. This
rigid' lines with flexible hoses to reduce the
From RHC Customer Service (via RHC web site or by phone), order one KI -194 Kit for
each affected R44-seri6s (carbureted) helicopter, or one KI -195 Kit for each affected
R44 Ii -series (fuel -injected) helicopter, and install per kit instructions. Kit instruchons
are available online at: www.robinsonheli.com/servelib.htm.
Approximate Cost:
Parts: R44 Helicopters SIN 1677 and subsequent, and R44 II Helicopters SIN 12100
and subsequent, are under warranty. No charge if ordered by 31 July 2009.
KI -194: R44 Helicopters S/N 0001 thru 1675, $185 if ordered by 31 .July 2009.
KI -195: R44 It Helicopters S/N 10001 thru 12099, $295 if ordered by 31 July
2009.
Order must Include helicopter serial number.
Labor: 4.0 man-hours for R44 -series helicopters.
4.5 man-hours for R44 II -series helicopters.
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
MME3INES" ON
HELICOPTER COMPANY
2901 Airport Drive, Torrance, California 90505 Phone(310) 539-0508 Fax (310) 539-5198
R44
Page 1 of 2
SERVICE BULLETIN SB -67
DATE: 06 November 2008
TO: R44 II Owners, Operators, and Service Centers
SUBJECT: R44 II Fuel Hose Supports
ROTORCRAFT AFFECTED: R44 II Helicopters S/N 10001 thru 12566.
TIME OF COMPLIANCE: Within next 50 flight hours or by 31 January 2009, whichever
occurs first.
BACKGROUND: In an accident, the engine may shift relative to the airframe structure
-and cause fuel hose damage. This service bulletin requires replacing support clamps
with ty-raps on two fuel hoses. Under high load, the ty-raps will break to provide fuel
hose slack, reducing the likelihood of a post -accident fuel leak.
COMPLIANCE PROCEDURE:
1. Remove C378-3 engine right cowling assembly and C003-10 right, aft seat back
assembly.
2. Remove A785-31 air intake hose.
3. Refer to R44 IPC Figure 8-96 dated JUL 2008. Remove MS21919WDG11 (or
WDG13) clamp attaching B283-3 hose assembly to firewall. Retain hardware.
Discard clamp.
4. Refer to Figure 1. Attach MS21919WDG3 clamp to firewall using retained
hardware, with fastener head toward hose as shown.
5. Insert MS3367-5-9 ty-rap through installed clamp and around B283-3 hose
assembly. Cinch ty-rap until snug without overtightening and trim ty-rap tip flush
with head.
6. Refer to R44 IPC Figure 4-31J dated JUL 2008. Remove MS21919WDG9 (or
WDG11) clamp attaching B283-11 hose assembly to MS21919WDG14 clamp on
lower frame. (Temporarily safety wire MS21919WDG14 clamp closed, if desired).
Retain hardware. Discard removed clamp.
7. Refer to Figure 2. Attach MS21919WDG3 clamp to MS21919WDG14 clamp
using retained hardware, with fastener head toward hose as shown. Torque nut
to 37 in. -Ib. Remove temporary safety wire, if used.
(OVER)
R44 SB -67
Page 2 of 2
8. Insert MS3367-5-9 ty-rap through installed clamp and around B283-11 hose
assembly. Cinch ty-rap until snug without overtightening and trim ty-rap tip flush
with head.
9. Install air intake hose.
10. Install engine cowling assembly and aft seat back assembly.
11. Make appropriate maintenance record entries.
Approximate Cost:
Parts: No charge for (2) MS3367-5-9 ty-raps and (2) MS21919WDG3 clamps if
ordered by 31 January 2009. Order must include helicopter serial number.
Labor: 0.5 man-hour.
FIGURE 1
AFT
MS21919WDG3
Clamp
MS3367-5-9
Ty -Rap
8283-11
Hose Assembly
(fuel return)
FIGURE 2
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.
C046-2
00
Lower Frame, RH
FORWARD ��"-'��, Firewall
i MS21919WDG3
r Clamp
4\
`
i\
A
1\
i\
MS21919WDG14
Clamp (on lower frame)
MS3367-5-9
Ty -Rap i
8283-3
Hose Assembly
(aux fuel pump to
engine -driven fuel pump)
FIGURE 1
AFT
MS21919WDG3
Clamp
MS3367-5-9
Ty -Rap
8283-11
Hose Assembly
(fuel return)
FIGURE 2
THE DESIGN ENGINEERING ASPECTS OF THIS BULLETIN HAVE BEEN SHOWN TO COMPLY WITH
APPLICABLE FEDERAL AVIATION REGULATIONS AND ARE FAA APPROVED.