20221123021029A

On 11/23/2022, a designated pilot examiner (DPE) was conducting an aircraft proficiency examination on a student. The required proficiency exam was to add a private pilot helicopter privilege to an existing commercial pilot airman certificate. During this flight, the applicant was acting as a pilot-in-command (PIC) for the entire proficiency examination. The DPE and student departed from animas airpark airport (00C) to begin the exam. The crew conducted several required tasks at the animas airpark and then departed to conduct a cross-country phase of flight. During the cross-country phase, the crew flew to Durango-La-Plata county airport (dro). At Durango, the DPE directed the student to perform a straight-in autorotation to RWY21. During the flare portion of the maneuver, the student allowed the aircraft’s skids to touchdown on the runway and the aircraft made several bounces during the touchdown phase of flight. The DPE then asked the student why he was touching down on the runway. The student responded that he was taught by his instructor to take his autorotation’s to the ground. The DPE instructed the student to perform another autorotation to RWY21. This time, the DPE instructed the student to perform a 180-degree autorotation. The student entered the autorotation but terminated the maneuver due to a change in wind and velocities. The student initiated a go-a-round maneuver to set up for a second attempt at a 180-degree autorotation. On the second attempt, the student entered the turn and the student and DPE realized that the winds were accelerating the aircraft away from the intended landing spot and the aircraft would not land on the runway. The second attempt at a 180-degree autorotation was terminated by the student. The student again took off to attempt a third 180-degree autorotation. As the aircraft was on upwind, the student stated in a sworn statement that the DPE asked the student if he could take the controls and demonstrate a 180-degree autorotation. The DPE initiated the 180-degree autorotation by lowering the collective and turning toward the runway. ADS-B data gathered after the accident revealed the aircraft had a high rate of descent of -1,875. The DPE stated that at the termination of the flare, he placed the aircraft in a touchdown attitude and continued with the roll-on of the autorotation. He stated that as he touched down, he immediately felt a feeling of falling approximately 3 feet and the aircraft made a violent shudder. The DPE stated that it was quite evident that the tail may have made contact with the runway, but the main rotor definitely made contact with the tail of the aircraft. The DPE stated that the aircraft slid to a stop rolling completely on its left side. The main rotor blades were torn from the aircraft creating a high pitch noise from the engine. The DPE stated that he immediately pulled the fuel shut-off to the aircraft engine to initiate an emergency shutdown of the aircraft. During the investigation I was able to review camera footage provided by the Durango-La-Plata Airport operation personnel. The video of the actual crash was not observable due to a large commuter jet aircraft parked on the ramp, but I was able to zoom in on the video and observed that aircraft parts were being flown into the air above the commuter jet as the aircraft was touching down.