NTSB Identification: ERA10FA403
14 CFR Part 91: General Aviation
Accident occurred Monday, August 02, 2010 in Blairsville, GA
Probable Cause Approval Date: 02/06/2012
Aircraft: ROBINSON HELICOPTER COMPANY R44 II, registration: N34JS
Injuries: 2 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
The non-instrument-rated private pilot departed on a multi-leg cross-country trip without obtaining a weather briefing or filing a flight plan. Prior to the flight, the pilot asked a friend, a commercial helicopter operator, to accompany him on the trip, as the pilot had never flown over mountainous terrain. The friend could not accompany him due to a prior commitment and tried to dissuade the pilot from going because he thought the pilot needed mountain flying experience, but the pilot insisted on making the flight. When the helicopter failed to arrive at its destination, an alert notice was issued. The helicopter was located by aerial search in mountainous terrain 4 days after the accident. Examination of satellite images revealed that the wreckage was located in a box canyon and that the wreckage path was oriented opposite the intended route of flight. An AIRMET advisory for instrument meteorological conditions and mountain obscuration were current for the route of flight and the crash site. Satellite images from over the accident site around the time of the accident depicted an area of low stratiform clouds that extended over the area. Examination of the wreckage revealed no evidence of pre-impact mechanical malfunction, and the damage was consistent with controlled flight into terrain.
Post mortem examinations and testing revealed heart disease and the use of amphetamine and anti-depressant medications. At least two of the medications that the pilot was taking are not permitted by the Federal Aviation Administration for use while flying, but he did not report them. However, it could not be determined whether the pilot's heart disease or his use of unapproved medications posed a significant risk to flight safety.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The non-instrument-rated pilot's continued visual flight into instrument meteorological conditions, which resulted in controlled flight into terrain.
The initial ground scar was about 30 feet beyond the first tree strikes on a rock slope of about 60 degrees. The fall line was oriented about 090 degrees. The remainder of the helicopter was scattered down slope over a distance of about 170 feet. The tail section, with the vertical fin, tail rotor gear box, tail rotor assembly, and tail rotor driveshaft were about 100 feet below the initial ground scar. These components were impact and fire damaged. One tail rotor blade appeared severely fire-damaged. The skin was intact, but split along the trailing edge, and the core of the blade appeared consumed by fire.
The main fuselage, with the engine, transmission, and tail boom attached, came to rest against a tree about 40 feet below the tail section. The components were heavily damaged by impact and post crash fire. Control continuity could not be established, but all breaks were consistent with overload or fire damage. All of the flight instruments located were either completely destroyed, or provided no useful information.
A detailed examination of the wreckage could not be conducted at the site due to terrain, and was scheduled for a later date.
The wreckage was recovered from the site by helicopter on November 12, 2010. The complete tailrotor, tailrotor gearbox, and the empennage were stolen from the site prior to recovery. The tail rotor driveshaft was cut with a saw, forward of the gearbox, to affect the theft. A detailed examination of the remaining wreckage was conducted in Griffin, Georgia on November 18, 2010.
The examination revealed that all airframe and component damage was due to impact and fire. The engine could not be rotated due to impact, fire, and corrosion damage. Several holes were drilled in the crankcase halves, and the powertrain and valve train were examined by borescope. The borescope examination revealed no evidence of abnormal wear or pre-impact mechanical anomaly. The engine cooling fan scroll inlet lip displayed rotational scoring.
The main transmission displayed impact and fire damage, and continuity was established through the input drive to the main mast. Flight control continuity could not be established due to impact, fire, and missing components.
MEDICAL AND PATHOLOGICAL INFORMATION
The Division of Forensic Sciences, Georgia Bureau of Investigation, for the State of Georgia, performed the autopsy on the pilot in Decatur, Georgia. The autopsy report indicated that the pilot died as a result of “traumatic injuries…due to helicopter crash.”
The autopsy noted that the pilot had greater than or equal to 60% occlusion of unnamed cardiac vessels. It could not be determined if the pilot would have had any symptoms from his coronary artery disease and thus it cannot be determined if the condition posed a significant hazard to flight safety.
The FAA’s Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of the pilot. Tissue specimens from the pilot tested positive for bupropion, diphenydramine, and phentermine.
Bupropion is an antidepressant medication used to treat major depressive disorder and seasonal affective disorder. At least one brand of bupropion (Zyban) is used to help people stop smoking by reducing cravings and other withdrawal effects.
Diphenhydramine is an antihistamine that blocks the effects of the naturally occurring chemical histamine in the body. Diphenhydramine is used to treat sneezing; runny nose; itching, watery eyes; hives; rashes; itching; and other symptoms of allergies and the common cold.
Phentermine is a stimulant that is similar to an amphetamine. Phentermine is an appetite suppressant that affects the central nervous system.
According to the FAA, Bupropion and Phentermine were not appropriate for use while flying.
It could not be determined whether the pilot's use of medications posed a significant hazard to flight safety.
The pilot's medical and pharmacology histories could not be established. Numerous records requests were made to the pilot's psychiatrist, with no response. A subpoena was then issued July 15, 2011, received, and signed for on July 19, 2011, with no response. When a follow-up telephone call was made, it was learned that the psychiatrist's practice was closed, and the telephone had been disconnected. Efforts to locate the psychiatrist were unsuccessful.
According to the pilot's May 11, 2009, Application for Airman Medical Certificate, FAA Form 8500-8, Item 17, "Do You Currently Use Any Medication (Prescription or Nonprescription)?" the pilot responded that he did not. Further, Item 18, "Have you ever in your life been diagnosed with, had, or do you presently have any of the following? (m) "Mental disorders of any sort, depression, anxiety, etc." the pilot again responded that he did not.
A review of pharmaceutical records revealed that the pilot had filled prescriptions from his psychiatrist for a wide range of anti-depressant, anti-anxiety, sleep, and stimulant medications, as well as heart medication, for years prior to his application for an FAA medical certificate.
WEST PALM BEACH —
The husband of a 37-year-old Boynton Beach woman who was killed in a 2010 helicopter crash in Georgia has sued the helicopter maker, and the companies that serviced and sold the aircraft.
In the lawsuit filed last week in Palm Beach County Circuit Court, Sasha Zapototsky claims the companies— Robinson Helicopter Co., South Florida Helicopters and The Gates Corp. — are responsible for the death of his wife, Shelley.
The registered nurse died when the helicopter owned and piloted by her boss, Adam Reeves, crashed near Blood Mountain en route from the North County Airport, near Palm Beach Gardens. The 45-year-old Jupiter businessman also died.
The National Transportation Safety Board last year blamed the crash on bad weather and Reeves’ inexperience.
In his lawsuit, Zapototsky says the crash occurred when the helicopter’s rotors lost power. Such problems have contributed to other crashes, the suit claims. None of the companies were immediately available for comment.
Story and comments: http://www.palmbeachpost.com
NTSB Identification: ERA10FA403
14 CFR Part 91: General Aviation
Accident occurred Monday, August 02, 2010 in Blairsville, GA
Probable Cause Approval Date: 02/06/2012
Aircraft: ROBINSON HELICOPTER COMPANY R44 II, registration: N34JS
Injuries: 2 Fatal.
The non-instrument-rated private pilot departed on a multi-leg cross-country trip without obtaining a weather briefing or filing a flight plan. Prior to the flight, the pilot asked a friend, a commercial helicopter operator, to accompany him on the trip, as the pilot had never flown over mountainous terrain. The friend could not accompany him due to a prior commitment and tried to dissuade the pilot from going because he thought the pilot needed mountain flying experience, but the pilot insisted on making the flight. When the helicopter failed to arrive at its destination, an alert notice was issued. The helicopter was located by aerial search in mountainous terrain 4 days after the accident. Examination of satellite images revealed that the wreckage was located in a box canyon and that the wreckage path was oriented opposite the intended route of flight. An AIRMET advisory for instrument meteorological conditions and mountain obscuration were current for the route of flight and the crash site. Satellite images from over the accident site around the time of the accident depicted an area of low stratiform clouds that extended over the area. Examination of the wreckage revealed no evidence of pre-impact mechanical malfunction, and the damage was consistent with controlled flight into terrain.
Post mortem examinations and testing revealed heart disease and the use of amphetamine and anti-depressant medications. At least two of the medications that the pilot was taking are not permitted by the Federal Aviation Administration for use while flying, but he did not report them. However, it could not be determined whether the pilot's heart disease or his use of unapproved medications posed a significant risk to flight safety.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The non-instrument-rated pilot's continued visual flight into instrument meteorological conditions, which resulted in controlled flight into terrain.
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