On the same day that a Kemper Aviation C172 went down, a lone R22 also went down, with the tragic loss of the pilot, a local firefighter. Please note details that involve both parts of the rotor blades as well as the tail boom being found some 350 feet from the base impact site... which sure suggests the possibility of a rotor/boom strike.

NTSB Identification: NYC08FA134
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 13, 2008 in Wilmington, NC
Aircraft: Robinson R22 Beta II, registration: N2215R
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On March 13, 2008, at 0940 eastern daylight time, a Robinson R22 Beta II, N2215R, was substantially damaged during a forced landing in Wilmington, North Carolina. The certificated commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight which departed the Wilmington International Airport (ILM), Wilmington, North Carolina. The personal flight was conducted under 14 Code of Federal Regulations Part 91.

According to airport personnel, the pilot was planning to fly south to take pictures of a business and then was planning to proceed to another location to pick up a student for a training lesson.

A witness stated that, the helicopter appeared to be just above the top of a billboard sign, when she first noticed it. She stated that she "saw parts shedding to the south then [it] started to reverse direction". The witness then lost sight of the helicopter behind the roof of a building and observed smoke.

The accident occurred during the hours of daylight. The wreckage was located at 34 degrees, 07.480 minutes north latitude, 077 degrees, 53.897 minutes west longitude, at an elevation of 51 feet mean sea level (msl).

The helicopter impacted the ground in an open lot approximately 3 feet from several semi trailers, which were being used as storage. The helicopter displayed impact damage and post impact fire damage. The debris path was on a heading of 342 degrees and the nose of the helicopter was heading approximately 140 degree heading. The tail cone was separated from the fuselage at a right angle and no leading edge damage was noted on the tail rotor blades.

The main rotor blades exhibited spanwise coning. One of the main rotor blades was missing a section of the trailing edge that measured approximately 6 inches chordwise by 40 inches spanwise starting about 26 inches from the blade hub. The other main rotor blade was missing a section of the trailing edge that measured approximately 6 inches chordwise by 61 inches spanwise starting about 24 inches from the blade hub. These sections were located in an adjacent lot, approximately 350 feet to the south of the main wreckage. One of the sections exhibited an impression, consistent in shape, to the leading edge of the vertical stabilizer. The main rotor system was rotated through the main gear box. The drive belts between the engine and main gear box were not identified in the burned wreckage.

The empennage, which consists of the vertical and horizontal stabilizer, was detached from the aft bulkhead. It was co-located with pieces of the main rotor blade approximately 350 feet to the south of the main wreckage.

The intermediate flex plate exhibited evidence of distortion and crumpling and the intermediate flex coupler was separated from both yokes. The tail rotor drive shaft damper bearing housing was disconnected from the bearing. The bearing was in place on the drive shaft and free to rotate in place.

The interior tail cone displayed signs of rotational scoring around the entire circumference. The electrical wires had been pulled through the grommets and the push/pull tube was wrapped around the drive shaft. The tail rotor gear box rotated smoothly and the pitch control bell crank support was disconnected from the gearbox.

The engine crankshaft was rotated using the cooling fan and continuity of the crankshaft to the rear gears and to the valve train was confirmed. Thumb compression and suction was produced on cylinders 1, 3, and 4. Cylinder number 2 produced minimal compression and further examination revealed the intake valve springs were compressed to a height of 1.4 to 1.5 inches but were unbroken. Both the inner and outer springs were discolored consistent with thermal damage. Cylinder number 2 was removed from the crankcase and no damage was noted to the intake or exhaust valves, cylinder walls, piston or connecting rod. The interior of all cylinders where inspected using a lighted borescope and no anomalies were noted. The carburetor bowl was separated from its upper housing and was approximately 2 feet from the front of the engine. The main fuel nozzle was broken off and the fuel lines were separated. The mixture control cable was detached but was in the full rich mixture position. The throttle control rod remained attached to the throttle control arm but was separated from the throttle control forward of the firewall. The throttle plate was found about ¾ fully open. The spark plugs were dark gray in color and the electrodes were intact. The carburetor fuel inlet screen exhibited thermal damage but was free of debris. The oil cooler and hoses were damaged but oil was visible throughout the engine. The engine oil filter paper element was charred. No metallic debris was noted on the oil filter element or the oil suction screen. The magnetos were severely damaged and were unable to be tested.

Examination of the instrument panel revealed the engine rpm needle in approximately the high limit position and the rotor rpm needle in the low limit position. The ignition key position was unable to be determined due to substantial damage.

The pilot held a commercial pilot certificate with ratings for airplane single engine land, airplane multiengine land, rotorcraft-helicopter, and instrument airplane and helicopter. His most recent second-class medical certificate was issued in February 2008.

The helicopter was manufactured in May of 2000. The helicopter's most recent annual inspection was completed on December 14, 2007 and at that time; it had accumulated 1,389 total hours of operation.

The reported weather at ILM located approximately 8 miles from, the accident site, at 0953, included winds from 230 degrees at 04 knots, visibility 10 miles, clear skies, temperature 17 degrees Celsius, dew point 4 degrees Celsius, and an altimeter setting of 30.03 inches of mercury.

Several components of the wreckage were retained by the Safety Board for further examination.

FMI: www.ntsb.gov/ntsb/brief.asp?ev_id=20080321X00357&key=1