Florida landing collision R22 vs PA28
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Florida landing collision R22 vs PA28
This occurred late 2017 but the video and the NTSB report make for interesting reading. Remember to learn from the mistakes of others!
NTSB Identification: ERA17LA332A
NTSB Identification: ERA17LA332A
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 23, 2017 in Clearwater, FL
Aircraft: ROBINSON HELICOPTER R22, registration: N404TB
Injuries: 3 Uninjured.
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. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On September 23, 2017, about 1715 eastern daylight time, a Piper PA-28R-201 airplane, N1881H, and a Robinson R22 helicopter, N44TB, were substantially damaged when they collided in mid-air over the runway at Clearwater Air Park (CLW), Clearwater, Florida. The private pilot aboard the airplane received minor injuries, and the flight instructor and a pilot-rated student aboard the helicopter were not injured. Both aircraft were owned and operated by Tampa Bay Aviation. Visual meteorological conditions prevailed at the time of the accident. Both flights were operated under 14 Code of Federal Regulations Part 91 as personal flights, and no flight plans had been filed.
According to the flight instructor, the purpose of the flight was a flight review of the pilot-rated student. He indicated that he had never previously flown with the student pilot, but during the flight, both were wearing headsets. The student pilot proceeded to the hover practice area and executed multiple practice maneuvers. All radio calls were made during every turn while in the airport traffic pattern. The instructor performed all radio calls at each leg of the airport traffic pattern during the first approach; while the pilot-rated student made the radio calls at each leg of the airport traffic pattern during the second takeoff, and approach to the runway. In addition, prior to every turn, they scanned in all directions for traffic. While on a final approach, the instructor noticed a fixed-wing airplane on the base leg of the airport traffic pattern for runway 16, and he announced on the common traffic advisory frequency that they were using runway 34. They heard the pilot of the airplane say something unintelligible and then observed the airplane veer away, flying to the west. The instructor then allowed the student to continue the approach to runway 34, which terminated with a hover, touchdown, and then liftoff.
The helicopter returned to the crosswind leg of the airport traffic pattern where then turned onto base leg of the airport traffic pattern for runway 34. When the helicopter was 1 mile from the runway, the student pilot turned onto final approach to runway 34 and executed a steep approach. The flight instructor told the student to extend the flight path to the segmented circle. The helicopter came to a hover over runway 34, about 15 ft above the ground, when he heard a loud sound and felt the helicopter being pushed forward. The helicopter then began to spin, impacted the ground hard, and came to rest upright.
According to the pilot of the airplane, he was operating on the CLW common traffic advisory frequency (CTAF), and stated that between his first and second radio transmission he heard a heavy buzzing sound like a helicopter rotor with the words "34" barely distinguishable. The pilot scaned for air traffic and declared being on downwind via his radio. The pilot quickly turned to the base leg of the traffic pattern and decreased the engine power to descend. About that time he quickly scanned of the airport environment, focusing on the taxiway to runway 34, the line of trees ahead of, as well as to the back of the runway, and saw nothing unusual. He was confident his calls on the radio were heard. The pilot proceeded to land; about 2 seconds prior to the impact he saw the helicopter hovering "immobile," about 10 ft. above the runway. He recalled the tail was pointed towards the airplane and absolutely stationary. The pilot tried to avoid the helicopter, then heard a loud sound followed by the airplane inverting and sliding on its canopy. After the airplane came to a stop the pilot exited the airplane.
A review of a surveillance video showed the helicopter at a stationary hover over the runway 34 threshold. Shortly after, the airplane began climbing before colliding with the rear of the helicopter.
According to another pilot/witness that was approaching CLW, while about 2 miles west of the airport, he heard the radio call from the helicopter when it was on a 1-mile final at 500 ft. As he flew over CLW, he saw the accident outcome. He indicated that he was monitoring the CLW CTAF, and did not hear the pilot of the airplane announce his intentions.
A Federal Aviation Administration inspector examined the aircraft at the accident site and found that both the helicopter and airplane sustained substantial damage. Examination of the radio communication system in the airplane and helicopter did not reveal any anomalies.
Accident occurred Saturday, September 23, 2017 in Clearwater, FL
Aircraft: ROBINSON HELICOPTER R22, registration: N404TB
Injuries: 3 Uninjured.
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. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On September 23, 2017, about 1715 eastern daylight time, a Piper PA-28R-201 airplane, N1881H, and a Robinson R22 helicopter, N44TB, were substantially damaged when they collided in mid-air over the runway at Clearwater Air Park (CLW), Clearwater, Florida. The private pilot aboard the airplane received minor injuries, and the flight instructor and a pilot-rated student aboard the helicopter were not injured. Both aircraft were owned and operated by Tampa Bay Aviation. Visual meteorological conditions prevailed at the time of the accident. Both flights were operated under 14 Code of Federal Regulations Part 91 as personal flights, and no flight plans had been filed.
According to the flight instructor, the purpose of the flight was a flight review of the pilot-rated student. He indicated that he had never previously flown with the student pilot, but during the flight, both were wearing headsets. The student pilot proceeded to the hover practice area and executed multiple practice maneuvers. All radio calls were made during every turn while in the airport traffic pattern. The instructor performed all radio calls at each leg of the airport traffic pattern during the first approach; while the pilot-rated student made the radio calls at each leg of the airport traffic pattern during the second takeoff, and approach to the runway. In addition, prior to every turn, they scanned in all directions for traffic. While on a final approach, the instructor noticed a fixed-wing airplane on the base leg of the airport traffic pattern for runway 16, and he announced on the common traffic advisory frequency that they were using runway 34. They heard the pilot of the airplane say something unintelligible and then observed the airplane veer away, flying to the west. The instructor then allowed the student to continue the approach to runway 34, which terminated with a hover, touchdown, and then liftoff.
The helicopter returned to the crosswind leg of the airport traffic pattern where then turned onto base leg of the airport traffic pattern for runway 34. When the helicopter was 1 mile from the runway, the student pilot turned onto final approach to runway 34 and executed a steep approach. The flight instructor told the student to extend the flight path to the segmented circle. The helicopter came to a hover over runway 34, about 15 ft above the ground, when he heard a loud sound and felt the helicopter being pushed forward. The helicopter then began to spin, impacted the ground hard, and came to rest upright.
According to the pilot of the airplane, he was operating on the CLW common traffic advisory frequency (CTAF), and stated that between his first and second radio transmission he heard a heavy buzzing sound like a helicopter rotor with the words "34" barely distinguishable. The pilot scaned for air traffic and declared being on downwind via his radio. The pilot quickly turned to the base leg of the traffic pattern and decreased the engine power to descend. About that time he quickly scanned of the airport environment, focusing on the taxiway to runway 34, the line of trees ahead of, as well as to the back of the runway, and saw nothing unusual. He was confident his calls on the radio were heard. The pilot proceeded to land; about 2 seconds prior to the impact he saw the helicopter hovering "immobile," about 10 ft. above the runway. He recalled the tail was pointed towards the airplane and absolutely stationary. The pilot tried to avoid the helicopter, then heard a loud sound followed by the airplane inverting and sliding on its canopy. After the airplane came to a stop the pilot exited the airplane.
A review of a surveillance video showed the helicopter at a stationary hover over the runway 34 threshold. Shortly after, the airplane began climbing before colliding with the rear of the helicopter.
According to another pilot/witness that was approaching CLW, while about 2 miles west of the airport, he heard the radio call from the helicopter when it was on a 1-mile final at 500 ft. As he flew over CLW, he saw the accident outcome. He indicated that he was monitoring the CLW CTAF, and did not hear the pilot of the airplane announce his intentions.
A Federal Aviation Administration inspector examined the aircraft at the accident site and found that both the helicopter and airplane sustained substantial damage. Examination of the radio communication system in the airplane and helicopter did not reveal any anomalies.
Not convinced by the testimony of the FW pilot. He seems to be trying to make excuses for the fact he flew into the back of the R22.
If it had been a car it would clearly be the hitter rather than the hittee at fault.
Amazing there were no serious injuries and the R22 stood up better to the impact than I expected.
If it had been a car it would clearly be the hitter rather than the hittee at fault.
Amazing there were no serious injuries and the R22 stood up better to the impact than I expected.
The pilot proceeded to land; about 2 seconds prior to the impact he saw the helicopter hovering "immobile," about 10 ft. above the runway. He recalled the tail was pointed towards the airplane and absolutely stationary. The pilot tried to avoid the helicopter, then heard a loud sound followed by the airplane inverting and sliding on its canopy. After the airplane came to a stop the pilot exited the airplane.
A review of a surveillance video showed the helicopter at a stationary hover over the runway 34 threshold. Shortly after, the airplane began climbing before colliding with the rear of the helicopter.
A review of a surveillance video showed the helicopter at a stationary hover over the runway 34 threshold. Shortly after, the airplane began climbing before colliding with the rear of the helicopter.
What cobblers chopjock - he had just come to the hover so the runway was his - would you be yawing off as you approach the hover just to check for traffic????
The FW pilot porked this massively - poor awareness, poor lookout and made-up excuses.
The FW pilot porked this massively - poor awareness, poor lookout and made-up excuses.
Crab come on where is your TEM, Chop is correct why why would you want to use a runway it is only increasing the threats to you. I always teach my students not to use the runway or even be on the runway approach.
Hughes - I assume your comments are tongue-in-cheek and I don't understand your TLA of TEM.
Chopjock - real helicopters with wheels use runways all the time - if you are cleared onto the runway then it is yours and no-one elses.
Chopjock - real helicopters with wheels use runways all the time - if you are cleared onto the runway then it is yours and no-one elses.
Hughes - I assume your comments are tongue-in-cheek and I don't understand your TLA of TEM.
Ah yes - thank you
Avoid imitations
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Should've gone to Specsavers...
I hope he since has.
I hope he since has.
Perhaps the airplane pilot just had a thing about Robbies and wanted to manifest his TEM by removing one from the area.
Seems a bit over the top but we do have to admit it was very effective.
Seems a bit over the top but we do have to admit it was very effective.
Actually, I was surprised at how ineffective the kamikaze attack on the R-copter was. The R-remnants look repairable. I was going to say flimsicopter, but it was less flimsy than I expected in the circumstances encountered.
And as for helicopters using airport runways, use them.
And as for helicopters using airport runways, use them.
