# NTSB LAX00LA086: Robinson R44, N999EV, Palo Alto, CA, February 2, 2000 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 2, 2000, 14:37 local (22:37 UTC) - Place: Palo Alto, CA - Coordinates: 37.33089, -121.769844 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.3309&lon=-121.7698&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 9, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 48581 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX00LA086 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48581/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=48581 - Page: https://openairdocs.org/ntsb/LAX00LA086 ## Probable cause The pilot's failure to use carburetor heat, resulting in a loss of engine power, and, his misjudged autorotation approach that resulted in a collision with the ground during the landing flare. Contributing to the accident was the conditions conducive to carburetor icing. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - nonmechanical, approach - weather condition - carburetor icing conditions (contributing factor) - autorotation - attempted, pilot in command - checklist - not used, pilot in command (cause) - carburetor heat - not used, pilot in command (cause) - Forced landing, approach - vfr pattern - final approach - In flight collision with terrain/water, descent - emergency - autorotation - not successful, pilot in command - planned approach - misjudged, pilot in command (cause) ## Analysis The pilot and passenger were inbound to land and the pilot requested permission to perform an autorotation, which was approved. The pilot reported that he did not think he was going to reach the runway during the autorotation so he added power. The engine failed to respond and the tail stinger contacted the ground resulting in the separation of the tail boom. The pilot pulled collective pitch; the helicopter briefly became airborne, and spun violently to the right. The pilot maintained a level attitude and the helicopter landed hard. After the rotor stopped, they exited the helicopter. The pilot stated that he should have used carburetor heat prior to the extended engine idle period of the autorotation. The temperature and dew point were in the serious icing-glide power range. ## Factual narrative On February 2, 2000, at 1437 hours Pacific standard time, a Robinson R44, helicopter, N999EV, was substantially damaged during a practice autorotation at Palo Alto, California. Neither the commercial rated pilot nor the passenger was injured. The personal flight was operated by the pilot under 14 CFR Part 91. No flight plan was filed. Visual meteorological conditions prevailed for the operation that originated at San Carlos, California, at 1427. The pilot reported that during the autorotation the engine had been at idle for an extended period. He said he did not think he was going to make the runway so he added power. The engine failed to respond and the tail stinger contacted the ground, resulting in the separation of the tail boom. The pilot pulled collective pitch; the helicopter briefly became airborne and spun violently to the right. The pilot maintained the helicopter in a level attitude and the landed hard. After the main rotor stopped rotating, the pilot and passenger exited the helicopter. The pilot told the Federal Aviation Administration inspector on scene that he did not use carburetor heat during the autorotation. According to the Palo Alto METAR, the temperature was 64 degrees Fahrenheit and the dew point was 52 degrees Fahrenheit. Reference to a carburetor icing probability chart revealed that this temperature and dew point were in an area of the graph annotated "moderate icing-cruise power or serious icing-glide power." ## Aircraft - Registration: [N999EV](https://openairdocs.org/aircraft/N999EV), registered now, S/N 0667, built 1999 (OpenAirDocs) - Reported make and model: Robinson R44 - Registry model: [Robinson Helicopter R44](https://openairdocs.org/model/robinson-helicopter-r44) (registry code 7640120) (OpenAirDocs) - Registry engine: [Lycoming O-540-F1B5](https://openairdocs.org/engine/lycoming-o-540-f1b5) (registry code 42353, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 0667 - Airframe hours: 94 - Engines: Lycoming 0540-F105 235 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Gary Lampert - Registered owner: Gary M. Lampert - Airworthiness certificate: Standard, Normal - Departed: SQL, SAN CARLOS, CA - Destination: PAO, PALO ALTO, CA - Airport: PAO, Palo Alto, runway 30, 2,500 × 65 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; commercial, private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: right; flight hours: 2,000 total, 95 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 60° at 8 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 52 °F - Altimeter: 30.00 inHg - Observed at: PAO ## 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 20000202005239A](https://openairdocs.org/incident/20000202005239A), Feb 2, 2000: Robsin R44, Palo Alto, CA, No damage. (-23) Mr lampert chose not to use carburetor heat during his requested autorotation at Palo Alto airport. When he began the power recovery phase of the… ## Docket (3 files) The files NTSB released with the investigation on April 17, 2001, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=48581. 831 KB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 567 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471428&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Icing Probability Chart (item 2, .PDF, 150 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40136651&FileExtension=.PDF&FileName=Icing%20Probability%20Chart-Master.PDF - Witness Statement (item 3, .PDF, 114 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40471429&FileExtension=.PDF&FileName=Witness%20Statement-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.