# NTSB ATL02LA125: Rotorway Exec 162F, N588JR, Concord, NC, June 17, 2002 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 17, 2002, 16:15 local (20:15 UTC) - Place: Concord, NC - Coordinates: 35.402778, -80.621948 - Nearby events: https://openairdocs.org/map.md?lat=35.4028&lon=-80.6219&mi=10 - Phase of flight: [Other](https://openairdocs.org/ntsb-phases/800) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report January 16, 2003 - Report: Approved by Office Director - Parties: Charlotte FSDO-13 - NTSB case key (mKey): 54964 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL02LA125 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54964/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54964 - Page: https://openairdocs.org/ntsb/ATL02LA125 ## Probable cause The pilot's improper use of cyclic while attempting a hover resulting in dynamic rollover. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - on ground/water, other - cyclic - improper use of, pilot in command - dynamic rollover - encountered, pilot in command - Roll over, other - terrain condition - ground ## Analysis The pilot stated after bringing up power on the helicopter and getting light on the skids, he proceeded to lift off. The left skid stuck to the ground, and the right skid lifted off. The helicopter rolled over on the left side. He did not lower collective pitch and add full right cyclic until after the helicopter started rolling to the left. The helicopter kept rolling to the left and dynamic rollover occurred. The pilot did not report any mechanical problems with the helicopter. ## Factual narrative On June 17, 2002, AT 1615 eastern daylight time, a Rotorway EXEC 162F, helicopter, N588JR, registered to a private owner, operating as a 14 CFR Part 91 positioning flight, rolled over on its left side at a private airport when the pilot attempted to pick the helicopter up to a hover. Visual meteorological conditions prevailed and no flight plan was filed. The helicopter sustained substantial damage. The commercial pilot and pilot rated passenger reported no injuries. The flight was originating from Spencer Airport, Concord, North Carolina, at the time of the accident. The pilot stated , "after bringing up power and getting light on the skids, I proceeded to lift off. The left skid seem to stick in the ground, and the right skid proceeded to lift. The helicopter started to roll to the left. I lowered the collective and added full right cyclic. The helicopter kept rolling to the left and dynamic roll over occurred. The main rotor blades struck the ground as we rolled over on the left side. The tail boom stayed intact but buckled. The tail rotor also struck the ground." A review of Advisory Circular 90-87, Helicopter Dynamic Rollover states, "An increasing percentage of helicopter accidents are being attributed to dynamic rollover, a phenomenon that will, without immediate corrective action, result in destruction of the helicopter and possible serious injury...During normal or slope takeoffs and landings with some degree of bank angle or side drift with one skid/wheel on the ground, the bank angle or side drift can place the helicopter in a situation where it is pivoting (rolling) about a skid/wheel which is still in contact with the ground. When this happens, lateral cyclic control response becomes more sluggish and less effective for a free hovering helicopter. Consequently, if a roll rate is permitted to develop, a critical bank angle (the angle between the helicopter and the horizon) may be reached where roll cannot be corrected, even with full lateral cyclic, and the helicopter will roll over onto its side. As the roll rate increase, the angle at which recovery is significantly reduced. The critical rollover angle is further reduced under the following conditions: a. Right skid down condition; b .Crosswinds; c. Lateral center of gravity offset; d. Main rotor thrust almost equal to helicopter weight; and e. Left yaw inputs." During a telephone interview with the pilot, he was asked if he experienced any mechanical problems with the helicopter before it rolled over; he responded no. ## Aircraft - Registration: [N588JR](https://openairdocs.org/aircraft/N588JR), registered now, S/N 6170 (OpenAirDocs) - Reported make and model: Rotorway EXEC 162F - Registry model: [Cousineau Maurice Bernard JR EXEC 162F](https://openairdocs.org/model/cousineau-maurice-bernard-jr-exec-162f) (registry code 05603VW) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Helicopter, amateur-built - Serial number: 6170 - Airframe hours: 103 - Engines: Rotorway 162F 150 horsepower reciprocating - Damage: Substantial damage - Flight: Positioning, Part 91 - Registered owner: Maurice B. Cousineau Jr. - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Annual, June 8, 2002, 4 hours before - Departed: NC35, Concord, NC - Airport: NC35, Spencer Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; injuries: none; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; last flight review February 1, 2002; seat: left; flight hours: 1,500 total, 104 in this make and model, 1,470 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 82 °F, dew point 54 °F - Altimeter: 29.90 inHg - Observed at: CLT, 25 nm away ## Docket (4 files) The files NTSB released with the investigation on November 7, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54964. 1.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 432 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446115&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Statement (item 2, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446116&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - Supplement E (item 3, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446117&FileExtension=.PDF&FileName=Supplement%20E-Redacted.PDF - Advisory Circular 90-87 (item 4, .PDF, 533 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40170985&FileExtension=.PDF&FileName=Advisory%20Circular%2090-87-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.