R22 downed by kite?
 

NTSB Identification: NYC04FA197
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 29, 2004 in Northport, NY
Aircraft: Robinson R-22, registration: N871CL
Injuries: 2 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 August 29, 2004, about 1802 eastern daylight time, a Robinson R-22, N871CL, was substantially damaged when it impacted water near Northport, New York. The certificated flight instructor, and private pilot were fatally injured. Day visual meteorological conditions prevailed for the local instructional flight that departed Long Island Mac Arthur Airport (ISP), Islip, New York, about 1715. No flight plan was filed, and the flight was conducted under 14 CFR Part 91.

According to radar data, a target matching the performance characteristics of the accident helicopter and "squawking 1200," was flying east along the north shore of Long Island, New York, approximately 600 feet agl. The target then initiated a descent and radar contact was lost approximately 300 feet agl. Several minutes later, radar contact was reestablished, and the target continued to proceed eastbound about 600 feet agl. In the vicinity of the accident site and about 2 minutes before the accident, radar contact was lost.

According to a witness that was laying on the beach watching a kite, the helicopter approached from the west along the shoreline 100 to 160 feet agl. The witness then saw the helicopter collide with the kite, the main rotor system separate, and about a second later, heard a loud "pop," which he described as sounding like a "balloon popping but much louder." The helicopter then started to rotate rapidly counter clockwise and impacted the water. The witness added that the kite was a red single line delta wing 2 to 3 feet in span, and had a gold tail approximately 2 feet in length. The witness also recovered the kite string minus the kite and gave it to local authorities.

According to another witness that was sea kayaking about 300 feet from the shoreline and about 200 feet from the accident site, he watched the helicopter approach from the west about 200 feet agl. He then heard a "loud crack noise," and saw the main rotor system "snap off." The helicopter then entered an uncontrolled descent and the witness heard engine rpm increase. The witness added that the wind was approximately 7 knots out of the south, and the sky was clear, except for "perhaps a few clouds." In his written statement, the witnessed made no mention of a kite. Other witnesses interviewed reported a kite flying at the time of the accident, but could not recall if the helicopter contacted it or not.

The accident occurred during the hours of daylight. The wreckage was located about 80 feet from the shoreline in approximately 3 feet of water at 40 degrees, 55.700 minutes north latitude, 73 degrees, 20.500 minutes west longitude.

The instructor held a commercial pilot certificate with a helicopter rating, along with a flight instructor rating for helicopters. His last Federal Aviation Administration (FAA) second-class medical certificate was issued on April 19, 2004, and the instructor had approximately 332 hours of total flight experience, all of which was in rotorcraft. In addition, the instructor had worked for the helicopter operator for approximately 3 weeks and during that time frame flew approximately 92 hours, with 10 hours being within 24 hours of the accident.

The pilot receiving instruction held a private pilot certificate with an airplane single-engine-land, and helicopter rating. On his last FAA third-class medical certificate, which was dated July 24, 1997, he reported a total flight experience of 135 hours. According to the operator, the pilot had 132.5 hours with 10 hours being in the last 30 days.

A weather observation was taken about 4 minutes after the accident at the Republic Airport (FRG), Farmingdale, New York, which had a field elevation of 82 feet msl, and was located approximately 14 miles to the southwest of the accident site. The weather was recorded as wind 200 degrees at 11 knots, visibility 10 miles, ceiling 1,200 feet broken, temperature 54 degrees Fahrenheit, dew point 34 degrees Fahrenheit, and an altimeter setting of 29.83 inches of mercury.

The wreckage was recovered to a police impound yard the night of the accident. The main rotor hub, and both associated blades were not recovered, and a subsequent search to locate them was unsuccessful.

Examination of the main wreckage revealed that impact damage was greater towards the front of the helicopter. The cockpit displayed damage consistent with impact and main rotor blade contact. The engine and transmission area cowlings displayed impact damage. The tailboom displayed impact damage, but no damage consistent with main rotor blade contact was observed. The tail rotor gearbox was attached and both tail rotor blades had separated approximately 1 inch outboard of the blade grips. Flight control continuity was confirmed from the cockpit to the main rotor pitch change links and to the tail rotor blades. The fracture surfaces for both main rotor system pitch change links were deformed and a 45-degree shear lip.

Examination of the main transmission revealed the case and mounts were intact, and no noticeable deformation to the supporting structure was observed. A rotational force was applied to the input drive of the transmission, and the mast rotated. Drive train continuity was confirmed from the engine to the main transmission, and to the tail rotor gearbox. The main rotor mast had separated approximately 1 inch below the main rotor hub. The fracture surface was deformed, and had a 45-degree shear lip.

Examination of the fuel system revealed that continuity could not be confirmed because of impact damage. The fuel selector was in the "On" position. The carburetor was removed from the engine to facilitate the examination. The throttle plate, along with all the carburetor subsystems were intact, and other than saltwater, no contaminants were identified in the system.

Examination of the ignition system revealed the ignition switch was in the "Both" position. The left magneto was attached to the engine case and the right had separated. The left was removed, and the point access covers for both magnetos were opened. Once the points were dry, a rotational forced was applied. Spark was observed on all four left magneto towers, but not on any of the right magneto. Continuity of the ignition leads from both magnetos to the respective sparkplugs could not be confirmed because of impact damage. The sparkplugs were removed, and contaminants ranging from oil, to rust, to sludge, were identified.

Examination of the engine revealed impact damage to several valve covers, and the air induction, along with the engine exhaust system. Engine control continuity was confirmed from the cockpit to the carburetor and carburetor heat box. A rotational force was applied to the engine crankshaft, compression was obtained on all four cylinders, the accessory gears rotated, and valve train continuity was confirmed. The oil induction screen was removed, and absent of debris. Saltwater and sludge were in the oil system, but nothing metallic was identified.

According to the pilot's operator handbook, "Pushing the cyclic forward following a pull-up or rapid climb, or even from level flight, produces a low-G (weightless) flight condition. If the helicopter is still pitching forward when the pilot applies aft cyclic to reload the rotor, the rotor disk may tilt aft relative to the fuselage before it is reload. The main rotor torque reaction will then combine with tail rotor thrust to produce a powerful right rolling moment on the fuselage. With no lift from the rotor, there is no lateral control to stop the rapid right role and mast bumping can occur. Severe in-flight mast bumping usually results in main rotor shaft separation and/or rotor blade contact with the fuselage."

The wreckage was released to the owner on August 1, 2004.

Kites are killers
 

I was fortunate enough to get a job flying in Indonesia a few years ago and was introduced to the kite scene pretty quickly. In Indonesia they have a kite season which goes for a few months and the locals fly kites ranging from kid size to village size, the later getting up to 3mts wide and 5-6 mts long.

Where i was flying in Bali there were literally thousands of kites ranging in height from 200agl to 3200agl. The kites are not so bad as you can generally see them (except when its in the cloud) its the sting or 0.5inch rope thats the killer. Some of the larger kites had a wire leader below the kite that then lead to the nylon rope.

I flew there for two years and only took out one kite in a R44. I was at 2500agl and the kite was at about 3000agl. Luckily for me it was only a small one and all i got was a heap of heavy fishing line wrapped around the pitch links and swash plate area. The cyclic got a bit stiff but i managed to bounce/run it on the ground, no damage done. Our opposition in Bali at the time was using B206's and fitted cutters after hitting a few and getting a tail rotor full of fishing line.

I will try and find a photo i have somewhere showing the skyline choca a blok with the flighty fellows.

Sad to read the above.



:(

I have seen photos somewhere of what seems like miles of string/light wire wound up around the push-pull tubes on the main rotor head of a US Army UH-1. The aircraft had encountered a kite near Saigon....wound up the wire...collapsed the push-pull tubes thus causing loss of cyclic control. Fatal to all onboard.

I had posted this previously.

I was doing a scenic flight with two passengers in the 300CBi, and I was cruiseing along the coast returning to the airfield at about 1200 AGL when I noticed a kite, which i pointed out to my passengers. I quickly realised that the kite was close to 1000 AGL. :ooh:
I flew past it and broadcast the position of the kite to other aircraft in the local area.
Could have turned nasty as aircraft often fly through there at 500-1000 AGL.

This R22 case doesn't point anything conclusive to the kite, does it.
Main rotor separation??
Regards,
Mark

Kites - A menace to the low flyers.

Was down wind in the Ubon, Thailland, circuit in a Canberra circa 1965 when tower called to advise "watch out for kites on final"

Asked the Nav "what sort of birds do you think they may be?"

None seen until short final and just discernable against the background houses were 3 kites on the end of strings requiring a zoom up and over.

Mini barage baloons!!

Too bad about the occupants of the R-22.

Sounds like a quick push forward to avoid the kite that resulted in the mast bump. very sad that such an insignificant thing like a kite can kill. :(

In the Caribbean a big tradition every Easter is kite flying. I've landed an AStar already and on post flight found both main and tail rotor pitch links tightly wound with nylon. An R44 was brought down in Curacao because of a kite. The danger of course is you can't see the twine, and if they are using 200lb test............
And its all pretty pointless because how much of a kite can you see at 2000'?

Another danger for coastal tour pilots are the para sailors. You are over the water at 500', pointing out sights to the punters, when some competitive parasail guy decides higher is better and sticks 1000' feet of rope on to his parachute. You catch a glimpse of something out of the corner of your eye and instead of the seagull you are expecting its a peeling sunburned tourist dangling his b**locks at you..............recipe for disaster or what!!! Had to pull a seat cushion or two out of my rear end already.

R22 crash...
 

Has there been any conclusive evidence that the kite did indeed cause this accident? Remember, we had a mast seraration!

Here's a pic of a Scout in Hk after an incident with a kite. Not very much damage, if at all, if my memory serves me right. String just wrapped round pitch change rods, and can be seen dangling over LH screen/door.

Brute force and ignorance, aswell as a Rolls Royce engine and leather seats. 'Twas the only way.

Makes me think off what happens to the kite fliers hands when it gets wrapped up in the head! oouch! :{

http://www.geocities.com/pprunessilsoesid/skyqueen.jpg

The Scout and Wasp had to be virtually immune to this issue with the AS12 and SS11 missile guidance wire.

I remember seeing some interresting rotorhead birdsnests down on the AS12 range at Chesil Beach!


W

I had the misfortune to fly N871CL back in 1999, with swapped around bits off old crashed 22s,
I also did some flying at a school in Islip ……..
I have seen a few NTSB reports on R22 from that airport
!!!!!

154kts
 

What's your point?

Just a thought...RHC - SN-29
 

I am not trying to apportion blame, nor exonerate the instructor. Merely just suggesting another scenario which may have played a factor...a reminder to myself and others stay vigilant.

Anyway, it could be that 'Robinson SN-29 - Airplane Pilots High Risk...' played a part.

cl12pv2s

Cl12pv2s. I think he may be throwing Mud at the operator.

Anyway, Robbie are not alone with Kites. Some of these "kite flyers" in the past have had an objective of trying to get aiports to close. Also some of them were using some fairly strong wire to fly their kites. This happened in California years ago. Dont remember the outcome but I do know that wrapped around any mast including the Bell 205s and up could cause serious damage.
Wire strike kits are nice but not really designed to attack wires from that position.

I landed a Skeeter in Gutersloh Army barracks in 1968 with 30 metres of kite line wrapped round the T/R shaft. The pedals were very stiff to operate.

Apparetly in Germany kites are limited to 50 metres of line but this will not stop any operator adding more line.

I know that I was 5-600 ft AGL or more during that flight from Detmold.

The helicopter that was brought down by a kite in Curacao was a 206 not an R44.

Just like in other parts of the world here in Curacao we have a kite season. We regularly get kites up to 1500'AGL. The problem is not during the day but they leave these things up overnight. I have had a kite wrap around the tailrotor of an R44 with no adverse effect to control. I have also "hit" a couple of kites. Kites are a definite worry when its their season.