# NTSB ERA10LA361: Robinson Helicopter R22 Beta, N74603, West Melbourne, FL, July 15, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: July 15, 2010, 16:00 local (20:00 UTC) - Place: West Melbourne, FL - Coordinates: 28.092222, -80.781112 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=28.0922&lon=-80.7811&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 19, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Robinson Helicopter Company, FAA/ FSDO - NTSB case key (mKey): 76650 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA361 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76650/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76650 - Page: https://openairdocs.org/ntsb/ERA10LA361 ## Probable cause Separation of the main rotor drive belts due to maintenance personnel’s failure to adequately inspect the upper drive sheave prior to installing the belts. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Main rotor drive](https://openairdocs.org/ntsb-findings/01046300): Aircraft › Aircraft propeller/rotor · Incorrect service/maintenance (probable cause); cases with it: [Robinson Helicopter R22 BETA, 2 cases](https://openairdocs.org/ntsb-findings/01046300/cases.md?model=7640110), [All aircraft, 15 cases](https://openairdocs.org/ntsb-findings/01046300/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338); cases with it: [Robinson Helicopter R22 BETA, 9 cases](https://openairdocs.org/ntsb-events/338/sequence.md?model=7640110), [All aircraft, 563 cases](https://openairdocs.org/ntsb-events/338/sequence.md) - [Initial climb: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Robinson Helicopter R22 BETA, 6 cases](https://openairdocs.org/ntsb-events/330/sequence.md?model=7640110), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Robinson Helicopter R22 BETA, 23 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=7640110), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Autorotation: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Robinson Helicopter R22 BETA, 54 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=7640110), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis During takeoff, while the helicopter was about 80 to 100 feet above the ground, the clutch caution light illuminated. The light stayed lit only long enough for the pilot to notice it, and then it turned off. The clutch light illuminated once again, and the pilot felt the helicopter vibrate. The pilot initiated a descent and heard a loud “pop and grinding noise” from the rear of the helicopter as he lowered the collective. The pilot autorotated and impacted the ground in a nose-low attitude. A postaccident examination of the drive system found that the grooves in the upper sheave were worn beyond serviceable limits. The helicopter’s maintenance manual requires inspection of the sheaves prior to installation of the drive belts. An entry in the logbook states that the drive belts were removed and replaced 22.9 hours prior to the accident. Given the level of wear in the upper sheave grooves, it is unlikely that maintenance personnel inspected the sheave prior to drive belt installation. ## Factual narrative On July 15, 2010, at 1600 eastern daylight time, a Robinson R22 Beta, N74603, received substantial damage during a hard landing near West Melbourne, Florida. The certificated private pilot and passenger were not injured. Visual Meteorological conditions prevailed and no flight plane was filed for the local flight. The helicopter was registered to Eric A Sptizer LLC, and operated by Blue Hole Helicopters Inc. under the provisions of Title 14 Code of Federal Regulations Part 91. The flight was origination at the time of the accident. According to the pilot, he took off in an area of “flat pasture.” At about 80 to 100 feet, above the ground approximately 5 seconds after takeoff, the clutch caution light illuminated. The light stayed lit “just long enough to notice it” and then extinguished. The clutch light illuminated once again, and the pilot felt the aircraft vibrate. At about this time, a witness reported seeing a belt, “approximately 4-5 feet in length, falling from the helicopter.” The pilot initiated a descent and heard a “loud pop and grinding noise from the rear of the aircraft” as he lowered the collective. The pilot stated that the engine’s rpm “went high” and the “rotor rpm continued to fall.” The nose continued to “tuck forward” and he felt that “the response with aft cyclic was limited or not at all there.” The pilot autorotated and impacted the ground in a nose low attitude. Examination of the helicopter by a Federal Aviation Administration inspector found the landing gear, main rotor blades and tailcone substantially damaged consistent with a hard landing. Further examination found that one of the V-belts had broken “with a clean break.” A section of the belt was recovered away from the main wreckage, and the remaining portion was found entangled in the other V-belt’s system. The unbroken belt was separated from its sheave and damaged by the broken belt. The FAA inspector stated that the belts were “not new” and had taken on a gray color. Examination of the helicopter by a representative from Robinson Helicopter Company found that closer examination of the drive system found one half of one V-belt (one vee) was resting on the clutch shaft, forward of the upper sheave. This vee still had a large portion of the backing material still attached to it including the area which carried the other vee. The other vee to this belt was located inside the cabin. It was found that the other vee was peeled away from the backing that remained on this vee. This vee had a partial break in it and the other vee was completely disconnected. When the vee’s were matched together, the disconnect and partial break were in different positions. The clutch actuator was disconnected at the upper support bearing mount. The surfaces of the disconnect were angular and jagged consistent with an overload fracture. It was extended to 1.7” (measured between the scissor mounting surfaces). Normal extension is 1.1 -1.4”. Maximum extension was 1.85”. An entry in thelogbook states that the drive belts were removed and replaced 22.9 hours prior to the accident. It is not clear whether the same belts were reinstalled, or replaced with new belts or another set of used belts. The R22 Maintenance manual requires inspection of the sheaves prior to installation of the drive belts and cautions of the results of using an unserviceable sheave. For the upper sheave to ware from a serviceable condition down to its current condition in 22.9 hours, the aircraft would have to have been operated in very extremely sandy conditions. None of the other components appeared to have been subjected to such an environment. ## Aircraft - Registration: [N74603](https://openairdocs.org/deregistered/N74603-2012-01-21), registration cancelled 2012-01-21, S/N 3934, built 2005 (OpenAirDocs) - Reported make and model: ROBINSON HELICOPTER R22 BETA - Registry model: [Robinson Helicopter R22 BETA](https://openairdocs.org/model/robinson-helicopter-r22-beta) (registry code 7640110) (OpenAirDocs) - Registry engine: [Lycoming O-360 series](https://openairdocs.org/engine/lycoming-o-360-series) (registry code 41575, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 3934 - Airframe hours: 1663 - Engines: LYCOMING O-320 160 horsepower reciprocating - Damage: Substantial damage - Flight: Other work use, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 28, 2009, 59 hours before - Departed: West Melbourne, FL - Destination: PVT, West Melbourne, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: none; commercial, flight instructor; airplane ratings: single-engine land, single-engine sea; instrument ratings: helicopter; medical: class 2, without waivers/limitations; last flight review February 7, 2010; seat: right; flight hours: 13,000 total, 5,000 in this make and model, 12,900 as pilot in command, 80 in the last 90 days, 50 in the last 30 days, 8 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 130° at 15 knots, gusting 21 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 90 °F, dew point 73 °F - Altimeter: 30.04 inHg - Observed at: MLB, 15 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20100715045469A](https://openairdocs.org/incident/20100715045469A), Jul 15, 2010: Robinson He R22 BETA, Melbourne, FL, Substantial damage. While performing aerial observation, during take off climb heading to the n.e. attaining an altitude of about 100 feet, they heard a loud pop followed by loss… ## Docket (7 files) The files NTSB released with the investigation on November 8, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76650. 3.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 457 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333307&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Other Pertinent Forms and Reports: Records of Conversations With the Pilot (item 2, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40334819&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%3A%20Records%20of%20Conversations%20With%20the%20Pilot-Redacted.PDF - Witness Statements (item 3, .PDF, 142 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40333890&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Miscellaneous: Excerpts From the Helicopter's Maintenance Logs (item 4, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40334820&FileExtension=.PDF&FileName=Miscellaneous%3A%20Excerpts%20From%20the%20Helicopter%27s%20Maintenance%20Logs-Redacted.PDF - Correspondence (item 5, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356282&FileExtension=.PDF&FileName=Correspondence-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 6, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356284&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Reports from Parties to the Investigation (item 7, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40356285&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation-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.