N943MHRobinson Helicopter R22 BETA · 1992

On October 16, 2008 at 1341 eastern daylight time, a Robinson R22 Beta, N943MH, was substantially damaged when it impacted terrain while in cruise flight near Dryden, New York. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the flight which departed Norwich Airport (OIC), Norwich, New York, about 1315. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

An Alert Notice (ALNOT) for the missing helicopter was issued on October 17, 2008, when it failed to arrive at its intended destination. The ALNOT was originally canceled when the helicopter was mistakenly identified at Beaver County Airport, Beaver Falls, Pennsylvania, but later reissued on October 18, 2008. The helicopter was found following an air and ground search by the Civil Air Patrol on October 19, 2008. Radar data revealed that the helicopter was on a westerly heading, in a shallow descent, about 6 miles south of the Ithaca Tompkins Regional Airport (ITH) when the radar target identified as the accident helicopter disappeared. The last target was depicted at 1,900 feet mean sea level (msl), about 1 mile from the accident site; a north-south ridgeline that reached 1,600 feet msl elevation.

Track log data recovered from the pilot's hand-held Global Positioning System (GPS) receiver also revealed a shallow descent, with the final altitude read-out depicting the helicopter at a GPS altitude of 1,734 feet msl in the vicinity of the crash site. The last calculated velocity and direction of travel was 75 mph groundspeed with a course of 299 degrees true.

The pilot held a commercial pilot certificate with ratings for airplane single and multiengine land, multiengine sea, and instrument airplane. He also held a private pilot certificate with a rating for rotorcraft helicopter, which was issued on October 14, 2008, two days prior to the accident. His most recent FAA third class medical certificate was issued June 18, 2007, and he reported 1,080 total hours of flight experience on that date.

A review of the pilot’s personal logbook found at the site revealed that only his helicopter experience was documented in that book. No other pilot logbooks were recovered. The pilot logged 58 total hours of rotorcraft experience, all of which was in the Robinson R22.

According to Federal Aviation Administration (FAA) and maintenance records, the helicopter was manufactured in 1992, and had accrued 2,734.9 aircraft hours. The helicopter’s most recent annual inspection was completed October 1, 2008, at 2,731.6 aircraft hours. The helicopter was overhauled, and an overhauled engine was installed at the Robinson factory in 1998, and it had accrued 734.9 hours since that time. The helicopter was not certified or equipped for IFR flight.

At 1356, the weather conditions reported at ITH, located 6 nautical miles northwest of the accident site, included an overcast ceiling at 1,000 feet, visibility 10 miles, temperature 12 degrees Celsius, dewpoint 9 degrees Celsius, and an altimeter setting of 30.02 inches of mercury. There were no winds reported. The field elevation at ITH was 1,099 feet.

According to a National Transportation Safety Board weather documentation and discussion report, "Surface and low-level analysis charts indicated that a cold front passed through the accident area prior to the accident. Most of the precipitation associated with the front was along and east of the front. Moderate northwesterly low-level flow was occurring behind the front. Generally marginal VFR conditions were present behind the front, although higher terrain was occasionally obscured in clouds."

An AIRMET SIERRA for instrument meteorological conditions and mountain obscuration was valid for the accident location. In addition, an AIRMET TANGO for occasional moderate turbulence below 12,000 feet msl was in effect for the area.

A pilot that departed ITH prior to the accident provided a pilot report (PIREP) to air traffic control, as well as a written statement. He stated, "I recall a 500 foot overcast, with ragged bases and light turbulence. As displayed by my air data computer, the winds at 4,000 MSL were northwesterly and considerably stronger: 25 - 30 knots, with moderate turbulence."

According to fuel records and a statement by the fuel vendor at Norwich Airport, the pilot purchased fuel at 1226, but delayed his departure until 1315 due to weather.

The helicopter wreckage came to rest on a steep, wooded ridgeline, about 1,600 feet msl, and all major components were accounted for at the scene. The wreckage path was oriented 260 degrees magnetic, and was about 100 feet in length. The original impact point was in a tree about 60 feet above the ground, and 1,640 feet msl. The main wreckage came to rest on its right side, oriented about 020 degrees magnetic.

Several branches, as well as tree trunk sections about 6 inches in diameter, displayed clean angular cuts and were scattered along the wreckage path.

The tailboom was separated at the third bay position, forward of the anti-collision light. The horizontal stabilizer, vertical fin, tail rotor gearbox, and tail rotor assembly were all attached. Both tail rotor blades were still attached in their grips, and the target blade displayed impact damage near the tip. Drive train and pitch control continuity was established from the fracture in the tailboom to the tailrotor.

The engine and transmission remained mounted in the fuselage and the main rotor hub and blade assembly was still attached. Both main rotor blades were attached to their grips. The red main rotor blade was largely intact, but bent and wrinkled along its entire span. The blue blade main spar was fractured about 2 feet outboard of the mast. The remainder of the blade was located about 20 feet south of the main wreckage and was twisted and wrapped around the aft landing gear cross tube.

Control continuity was established from the cyclic and collective controls to the swashplate. The blue pitch change link mount "ears" at the swashplate were fractured. The red pitch change link was still attached, but later broke during movement of the wreckage. Throttle control continuity was established from the collective control to the carburetor. The movement was smooth through its entire range with no binding noted.

The engine remained in its mounts, and the exhaust manifolds were crushed upwards against the cylinders. The engine was examined in the airframe at the site as found.

The spark plugs were removed, and all electrodes were intact, light tan and gray in color, and displayed no abnormal wear. The magnetos were secure in their mounts, and removed. Both magnetos were rotated by hand and produced spark at all terminal leads. The carburetor was removed, and examination revealed no mechanical anomalies.

The crankshaft was rotated by hand at the engine cooling fan, and continuity was established through the powertrain and valve train to the accessory section. Compression was confirmed on all cylinders using the thumb method. The engine cooling fan was twisted opposite the direction of rotation.

The Office the Medical Examiner of the Tompkins County Health Department performed the autopsy on the pilot at Lourdes Hospital, Ithaca, New York. The autopsy report indicated that the pilot died as a result of “multiple blunt internal injuries.”

The report of autopsy noted, under “Final Summary,” in part, “Autopsy revealed poorly differentiated metastatic carcinoma, apparently from a previously surgically removed esophageal primary. The extent to which the cancer, which showed foci of lymphangitic carcinomatosis in the lungs, may have affected the pilot’s capacity is not clear. Some areas of patchy ischemic fibrosis in the interventricular septum, near the conduction system, are noted. The role that these played is not clear.” Under “Clinical Summary,” the autopsy report noted, in part, “His medical history … is remarkable for having had a partial esophagectomy for carcinoma of the esophagus. He did well after his surgery several years ago and was not currently on medication. He had chemotherapy. Recently, scans had detected recurrent tumor metastases in his lung and liver. He was not in any pain and he did not take any painkillers. He had an appointment with his oncologist scheduled for Tuesday, October 21st.”

The local police report noted, in part, “A port was present in the right clavicle area. … The port was present due to recent, June 2007, esophageal cancer surgery and treatment where a portion was removed and reattached. Since that time, metastasis of the bone, lymph and liver has been reported.”

An examination of the pilot's FAA medical records, and a telephone conversation with the pilot's wife revealed that the pilot was diagnosed with esophageal cancer on or about June 1, 2007. He then renewed his FAA second class medical certificate on June 18, 2007, and underwent cancer surgery on or about July 2, 2007. The pilot did not disclose his illness on his FAA medical application form, and neither were there any subsequent disclosures about his illness or his surgery to the FAA.

The FAA’s Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of the pilot. Fluid and tissue specimens from the pilot tested negative for carbon monoxide, cyanide, and ethanol.