# NTSB NYC94FA078: Robinson R22A, N503TH, North Bergen, NJ, May 5, 1994 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: May 5, 1994, 12:50 local (16:50 UTC) - Place: North Bergen, NJ - Location: 40.8043° N, 74.0121° W: Placed by OpenAirDocs: center of North Bergen, NJ, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=40.8043&lon=-74.0121&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report January 26, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 38673 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC94FA078 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38673/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=38673 - Page: https://openairdocs.org/ntsb/NYC94FA078 ## Probable cause The pilot's failure to maintain adequate visual lookout and adequate obstacle clearance, which resulted in an inflight collision with a static wire. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, cruise - object - wire,static - visual lookout - inadequate, pilot in command (cause) - clearance - inadequate, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - roadway/highway ## Analysis THE HELICOPTER WAS HEADED EAST WHEN IT STRUCK AND SEVERED A STATIC WIRE, SUSPENDED OVER HIGH TENSION POWER LINES PERPENDICULAR TO THE FLIGHT COURSE. THE HELICOPTER CAUGHT FIRE, DESCENDED, AND STRUCK THE GROUND ON A HIGHWAY (INTERSTATE 495) AND CAME TO REST AGAINST THE CENTER DIVIDER. THE SEVERED WIRE FELL INTO A PARKING LOT AND A FIRE OCCURRED DAMAGING ABOUT 100 CARS. ABOUT 7 MINUTES EARLIER, THE PILOT REPORTED TO AIR TRAFFIC CONTROL AT THE DEPARTURE POINT, THAT HE WOULD PROCEED ON THE 'SIERRA' CHARTED VFR HELICOPTER ROUTE. THE WIRE STRIKE OCCURRED WHERE THE ROUTE PASSES OVER THE WIRE. THE WIRE WAS SUSPENDED BETWEEN TWO TOWERS, WHICH WERE RESPECTIVELY 172 AND 162 FEET HIGH. THE PRIVATE PILOT WAS ON A CROSS-COUNTRY FLIGHT IN CONJUNCTION WITH FORMAL TRAINING FOR THE COMMERCIAL PILOT CERTIFICATE. THE PASSENGER WAS A CERTIFICATED FLIGHT INSTRUCTOR AND HE HAD ABOUT 967 HOURS OF TOTAL FLIGHT TIME. HE WAS NOT ACTING IN THE CAPACITY OF AN INSTRUCTOR ON THIS FLIGHT. ## Factual narrative HISTORY OF FLIGHT On May 5, 1994, at 1250 eastern daylight time, a Robinson R-22A, helicopter, N503TH, operated by Titan Helicopter Academy, of Millville, New Jersey, struck an unmarked static wire and impacted on a roadway in North Bergen, New Jersey. There was a fire. The pilot and passenger were fatally injured. The helicopter was destroyed. Visual meteorological conditions prevailed. No flight plan had been filed for the training flight which was conducted under 14 CFR Part 91. The flight originated at Millville, with one stop before Teterboro, New Jersey, where the helicopter was refueled. At Teterboro, the pilot requested to depart via helicopter route SIERRA to the Hudson River. At 1244:30, the local controller transmitted, Helicopter three tango hotel, proceed outbound on the sierra, wind three six zero at one five. At 1249:01, the Teterboro local controller transmitted, "Helicopter three tango hotel, squawk VFR, frequency change approved." At 1249:08, the following reply was received, "Uh, three tangle hotel." No further transmissions were received from the helicopter. The accident occurred where the SIERRA route, traveling in an easterly direction, crossed a set of high tension wires which run north and south. The helicopter struck the wire, approximately 150 feet above the ground. The helicopter then fell to a roadway (NJ495), approximately one mile east of the entrance to the Lincoln Tunnel, in the eastbound number one lane. The helicopter slid into the center divider and came to rest. Several witnesses saw the eastbound helicopter make contact with the wires. Some of the witnesses reported the helicopter engaged in maneuvering before striking the wires. Several witnesses said the helicopter was on fire after the wire strike. The accident occurred during the hours of daylight at location 40 degrees, 46 minutes, 36.3 seconds North, and 74 degrees, 02 minutes, 38.8 seconds West. OTHER DAMAGE The static wire that was struck by the helicopter separated and fell across 230,000 volt power lines, and down into a vehicle park and ride, parking lot. Approximately 100 vehicles received damage, with several of them being destroyed by fire. PERSONNEL INFORMATION The pilot held a private pilot certificate with airplane single engine, and rotorcraft - helicopter ratings. He held an FAA 2nd class Airman Medical Certificate, with no limitations, issued on January 7, 1994. According to his log book, he had a total time of 172 hours, with 113 hours in helicopters. He was working on his commercial pilot certificate, rotorcraft - helicopter pilot certificate at the time of the accident. The passenger occupied the left seat and held a commercial pilot certificate for single and multi-engine airplanes, and rotorcraft-helicopter. In addition, he held a flight instructor certificate for airplanes and rotorcraft-helicopters. AIRCRAFT INFORMATION The helicopter was a 1985 year model Robinson R-22A helicopter. It was powered by a Lycoming O-320-B2C engine which developed 160 horse power. The engine and airframe had been overhauled and had accumulated 779 hours since the overhaul. At the time of the accident the airframe had 2777 hours and the helicopter had flown 91 hours since its last 100 hour inspection. WRECKAGE AND IMPACT INFORMATION The helicopter was examined at the accident site on May 5, 1994, and at the High Point Garage, in Union City, New Jersey, on May 6, 1994. According to measurements and a wreckage diagram submitted by the North Bergen Police Department, impact on the roadway occurred 301.5 feet beyond the power lines. The impact occurred between the left two lanes of eastbound traffic. The helicopter then made contact with the cement center divider and came to rest 201.5 feet from initial road contact. All major components of the helicopter, except for portions of the main rotor blades, were accounted for on the road. Pieces of main rotor blade were found on both sides of the roadway in a vehicle parking lot. According to a written report from a NTSB Aerospace Engineer: ...The helicopter was found with crush marks to the cabin similar to a 30 degree nose low attitude and a 40 degree right bank at impact...The "A" blade was recovered...[with] parallel marks along the bottom outboard section similar to wire marks...The "B" blade was found...with leading edge abrasions similar to wire strikes...No evidence was found that indicate pre- impact failures or malfunctions with either main rotor blade...The pitch change control links were found fractured similar to overload...No evidence was found of main rotor strikes [to the tail boom] or attachment fitting failure...The right skid was found with parallel marks along the outside forward portion similar to spiral wrapped wire marks...The caution and warning lights were examined...All bulbs were found intact with no stretching. In addition curved pieces of plexiglass were found with marks similar to wire strikes. The engine was examined and no evidence of a mechanical failure was found. MEDICAL AND PATHOLOGICAL INFORMATION Autopsies were conducted by Dr. Phito J.B. Pierre-Louise, M.D., Assistant State Medical Examiner, State of New Jersey, in Newark, New Jersey on May 6th, 1994. Toxicological testing was conducted by the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma. The results were negative for drugs and alcohol. FIRE Some of the witnesses reported the helicopter was on fire prior to impacting the road. None of the witnesses reported the helicopter was on fire prior to the wire strike. ADDITIONAL INFORMATION PREVIOUS FLIGHTS FROM TETERBORO IN HELICOPTERS The private pilot had no previous trips to the New York area. The flight instructor had 3 previous trips in helicopters from Teterboro to Millville in the preceding 14 months. All involved night flights. Examination of his pilot log book found no evidence of day helicopter departure from Teterboro to Millville. POWER LINES According to the power company, the static wires were mounted on the top of two towers, 172 feet (north tower), and 162 feet (south tower) above the ground, and which were 998 feet apart. Ground elevation around the towers was approximately 20 feet. HELICOPTER ROUTE SIERRA Examination of the New York, Helicopter Route Chart found in the wreckage, revealed the wires that were struck, were depicted on the chart. According to the Airman's Information Manual, "...these charts enhance helicopter operator access into, egress from, and operation within selected high density traffic areas...." No specific altitudes were found on the chart for the various routes. At the accident site, the road was elevated on pillars. The terrain was rising to the east and approximately 300 yards past where the wire strike occurred, the terrain rose over 200 feet. Buildings in area are from 100 to 150 feet high, above the terrain. MINIMUM ALTITUDES FOR HELICOPTERS According to 14 CFR Part 91.110 (d) Helicopters may be operated at less than the minimums prescribed...if the operation is conducted without hazard to persons or property on the surface. RECORDED RADAR DATA Recorded radar data obtained from New York Terminal Area Radar Control revealed the helicopter climbed to a maximum altitude of 600 feet, and then maintained between 400 and 600 feet until 1249:28 when the helicopter began a descent. The last radar hit recorded an altitude of 200 feet (+/- 50 feet) MSL, and was located 1076 feet west of, and 836 feet north of the accident site. The magnetic heading between the last two radar contacts 170 degrees magnetic. The transpond ## Aircraft - Registration: [N503TH](https://openairdocs.org/deregistered/N503TH-1994-09-27), registration cancelled 1994-09-27, S/N 0481 (OpenAirDocs) - Reported make and model: ROBINSON R22A - Registry model: [Robinson Helicopter R22 ALPHA](https://openairdocs.org/model/robinson-helicopter-r22-alpha) (registry code 7640104) (OpenAirDocs) - Category: Helicopter - Serial number: 481 - Airframe hours: 2777 - Engines: LYCOMING O-320-B2C 124 horsepower reciprocating - Damage: Destroyed - Fire: In-Flight - Flight: Instructional, Part 91 - Registered owner: Titan Helicopter Services, Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, March 24, 1994, 91 hours before - Departed: TEB, TETERBORO, NJ - Destination: MIV, MILLVILLE, NJ ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 29; private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: right; toxicology performed; flight hours: 172 total, 113 in this make and model, 95 as pilot in command, 127 in the last 90 days, 17 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 350° at 15 knots - Visibility: 15 statute miles - Lowest ceiling: none - Temperature: 66 °F, dew point 39 °F - Altimeter: 29.00 inHg - Observed at: TEB, 5 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 19940505010049A](https://openairdocs.org/incident/19940505010049A), May 5, 1994: Robsin R22, North Bergen, NJ, Destroyed, 2 fatal. Struck wires following highway at low altitude. Burned. Impacted median. CFI passenger. 100 parked autos burned. ## Docket (25 files) The files NTSB released with the investigation on March 16, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=38673. 2.6 MB in all. - Supplement a (item 1, PDF, 2 pages, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389104&FileExtension=pdf&FileName=Supplement%20A-Master-Rel.pdf - Supplement b (item 2, PDF, 4 pages, 256 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389107&FileExtension=pdf&FileName=Supplement%20B-Master-Rel.pdf - Supplement e (item 3, PDF, 2 pages, 110 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389291&FileExtension=pdf&FileName=Supplement%20E-Master-Rel.pdf - Pilot-operator aircraft accident report NTSB form 61201-2 (item 4, PDF, 6 pages, 365 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389404&FileExtension=pdf&FileName=Pilot-Operator%20Aircraft%20Accident%20Report%20NTSB%20Form%2061201-2-Master-Rel.pdf - NTSB aerospace enginneer report (item 5, PDF, 2 pages, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389407&FileExtension=pdf&FileName=NTSB%20Aerospace%20Enginneer%20Report-Master-Rel.pdf - Engineer photo no 1 underside of main rotor blade showing parallel scratches consistent with wire strike (item 6, PDF, 1 page, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389030&FileExtension=pdf&FileName=Engineer%20Photo%20No%201%20%20Underside%20of%20main%20rotor%20blade%20showing%20parallel%20scratches%20consistent%20with%20wire%20strike-Master-Rel.pdf - Engineer photo no 2 leading edge marks consistent with wire strike note_ equidistant gouges (item 7, PDF, 1 page, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389110&FileExtension=pdf&FileName=Engineer%20Photo%20No%202%20%20Leading%20edge%20marks%20consistent%20with%20wire%20strike%20%20Note_equidistant%20gouges-Master-Rel.pdf - Engineer photo no 3 underside of main rotor blade showing parallel scratches (item 8, PDF, 1 page, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13388154&FileExtension=pdf&FileName=Engineer%20Photo%20No%203%20%20%20Underside%20of%20main%20rotor%20blade%20showing%20parallel%20scratches-Master-Rel.pdf - Engineer photo no 4 leading edges of both main rotor blades with wire marks (item 9, PDF, 1 page, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13388441&FileExtension=pdf&FileName=Engineer%20Photo%20No%204%20%20%20Leading%20edges%20of%20both%20main%20rotor%20blades%20with%20wire%20marks-Master-Rel.pdf - Engineer photo no 5 front skids_ right skid is from right side and exhibits criss-cross scratches consistent with w (item 10, PDF, 1 page, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389113&FileExtension=pdf&FileName=Engineer%20Photo%20No%205%20%20%20%20Front%20skids_Right%20skid%20is%20from%20right%20side%20and%20exhibits%20criss-cross%20scratches%20consistent%20w-Master-Rel.pdf - Engineer photo no 6 front plexiglass semi-circular scratches consistent with wire strilke (item 11, PDF, 1 page, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389033&FileExtension=pdf&FileName=Engineer%20Photo%20No%206%20%20Front%20plexiglass%20semi-circular%20scratches%20consistent%20with%20wire%20strilke-Master-Rel.pdf - Radar report (item 12, PDF, 5 pages, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13389494&FileExtension=pdf&FileName=Radar%20Report-Master-Rel.pdf - Witness interviews-statements (item 13, PDF, 15 pages, 480 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13391946&FileExtension=pdf&FileName=Witness%20Interviews-Statements-Master-Rel.pdf - Wreckage diagram (item 14, PDF, 1 page, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396303&FileExtension=pdf&FileName=Wreckage%20Diagram-Master-Rel.pdf - Transcript of radio communications (item 15, PDF, 3 pages, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396629&FileExtension=pdf&FileName=Transcript%20of%20Radio%20Communications-Master-Rel.pdf - VFR helicopter route (item 16, PDF, 3 pages, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396306&FileExtension=pdf&FileName=VFR%20Helicopter%20Route-Master-Rel.pdf - VFR helicopter route-accident site (item 17, PDF, 1 page, 241 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13397351&FileExtension=pdf&FileName=VFR%20Helicopter%20Route-Accident%20Site-Master-Rel.pdf - Letter from titan helicopter services inc (item 18, PDF, 1 page, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13397279&FileExtension=pdf&FileName=Letter%20from%20Titan%20Helicopter%20Services%20Inc-Master-Rel.pdf - Statement of party representatives to NTSB investigation (item 19, PDF, 1 page, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13397354&FileExtension=pdf&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master-Rel.pdf - Release of aircraft wreckage NTSB form 612012 (item 20, PDF, 1 page, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396312&FileExtension=pdf&FileName=Release%20of%20Aircraft%20Wreckage%20NTSB%20Form%20612012-Master-Rel.pdf - Toxicological reports (item 21, PDF, 2 pages, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396693&FileExtension=pdf&FileName=Toxicological%20Reports-Master-Rel.pdf - Photo no 1 ground impact point looking toward wires arrow points to grounding wires that were struck (item 22, PDF, 1 page, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396936&FileExtension=pdf&FileName=Photo%20No%201%20%20Ground%20impact%20point%20looking%20toward%20wires%20%20Arrow%20points%20to%20grounding%20wires%20that%20were%20struck-Master-Rel.pdf - Photo no 2 intial road impact arrow helicopter came to rest 200 feet further down the road (item 23, PDF, 1 page, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396697&FileExtension=pdf&FileName=Photo%20No%202%20%20Intial%20road%20impact%20arrow%20%20Helicopter%20came%20to%20rest%20200%20feet%20further%20down%20the%20road-Master-Rel.pdf - Photo no 3 tail rotor and tail boom no blade marks on boom (item 24, PDF, 1 page, 18 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13397283&FileExtension=pdf&FileName=Photo%20No%203%20%20Tail%20rotor%20and%20tail%20boom%20%20No%20blade%20marks%20on%20boom-Master-Rel.pdf - Photo no 4 tail rotor and tail boom no blade marks on boom (item 25, PDF, 1 page, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13396700&FileExtension=pdf&FileName=Photo%20No%204%20%20Tail%20rotor%20and%20tail%20boom%20%20No%20blade%20marks%20on%20boom-Master-Rel.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.