SEA02FA085

Witnesses reported observing the helicopter traveling over the river at an altitude of about 50-100 feet above the water when it collided with an unmarked telephone line support cable. One of the witnesses reported that the engine rpm did not change until the helicopter collided with the cable. After striking the cable, the engine rpm slowed, but did not stop. The helicopter subsequently collided with the ground along the rivers edge and came to rest partially submerged along the bank. The width of the river at the accident site was approximately 75 yards wide. About 300 feet upstream of the main wreckage, two cables running perpendicular to the river were located. One of the two cables was broken and in the water. The other cable was intact, but not taut, and displayed a considerable droop. One end of the 1/8 in diameter cables was attached to a power pole near a restaurant. The other end traveled to the opposite side of the river and over upsloping terrain.

History of flight

On May 23, 2002, approximately 1530 Pacific daylight time, a Robinson R-22 Mariner, N2322Y, was substantially damaged after it collided with a phone line support cable and subsequently the terrain near Merlin, Oregon. The helicopter was registered to the pilot, and was being operated as a visual flight rules (VFR) aerial observation flight under the provisions of Title 14, CFR Part 91. The commercial pilot and passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from Grants Pass, Oregon, approximately 30 minutes prior to the accident. There was no fire and no report of ELT activation.

A volunteer worker for the local public service group that organizes and manages the annual "Boatnik" festivities on Memorial Day weekend reported that the pilot had been hired to photograph the boat race events. The volunteer worker met the pilot and his wife on the morning of the accident at the Spalding Mill, located on the east side of Grants Pass. The pilot had brought the helicopter in on a trailer that morning and assembled it for flight at this site.

About 1100, the volunteer worker and the pilot boarded the helicopter for the purpose of flying down the Rogue River corridor to survey the race course and to identify all bridges and wires along the route. The volunteer reported that they flew over the river at a low altitude, near or below treetops in the areas of interest to photograph during the race. The volunteer reported that he recalled seeing the set of high power lines that span the river a short distance upstream of where the accident occurred later that day. The pilot had gained altitude to fly over these wires. The volunteer did not recall seeing the support cable that the helicopter collided with during the accident flight. The flight returned to Spalding Mill after about 35 to 40 minutes of flight time. The volunteer reported that they did not fly over the town. The pilot's wife then boarded the helicopter and took off for a similar observation flight. When the pilot returned, he indicated to the volunteer that he needed to go over to the Grants Pass Airport for fuel. While at the airport, the passenger on board the helicopter at the time of the accident had met with the pilot to solicit the pilot's services to assist in locating a missing person in the Rainey Falls area. The pilot had agreed to assist in this activity and flew back to the Spalding Mill where the passenger then boarded the helicopter. The volunteer reported that this flight took off about 1500.

A witness located at the OK Corral, on the south side of the river from where the accident site was located, and about an eighth of a mile inland from the rivers edge, reported that he heard the helicopter traveling northwest bound over the Rouge River. The witness reported that he did not hear any rpm change in the engine until the helicopter collided with the cable. After striking the cable, the engine rpm slowed, but did not stop.

Other witnesses, also located at the OK Corral, reported that they were on the back deck. The river is partially visible from the deck, however, the crash site is not. One witness reported that the helicopter was observed flying downstream about 50-100 feet above the river. About two to three seconds after seeing the helicopter, the engine sputtered at least twice before the engine stopped. The helicopter was out of view when a loud "boom" was then heard. The other witness stated that the helicopter was "flying pretty low" before trees obstructed his view. He then heard a series of "snap, snap, pop" noises. The helicopter was behind trees and he did not see the collision.

One other person, located in Grants Pass, reported that he saw a helicopter with pontoons fly overhead his place of business at about 1435 on the day of the accident. Later, when he heard of the accident, he believed that it was the same helicopter. This person stated that the engine sounded like it was "cutting out." The helicopter lost about 100 feet in altitude, then regained the altitude. This person believed that the helicopter was heading for the airport, as it was a short distance away. He also reported that he was certain that there were two men on board at the time.

Personnel information

At the time of the accident the pilot held a private pilot certificate for single-engine land aircraft and a commercial pilot certificate for rotorcraft operations. The rotorcraft rating was obtained in November 1998, and the commercial certificate was obtained in January 2001. The addition of both the rotorcraft rating and commercial certificate were flown in the accident aircraft. The pilot's most current flight logbook beginning February 1996, was reviewed. Approximately 49.4 hours of flight time were in a Rotorway Executive, and 7.4 hours were flown in a Bell 206 before the first flight in a Robinson R22 was made in October 1996. The first flight in the accident aircraft was in February 1997. The logbook indicated a total flight time in all rotorcraft was approximately 707 hours, with 650 hours in the Robinson R22. A total of approximately 572 hours as pilot-in-command were logged for the accident aircraft make and model. The current logbook did not reflect single-engine land flight time, however, the Federal Aviation Administration medical division reported that the pilot indicated a total flight time in all aircraft as 2,000 hours on his last medical application dated February 1, 2002. The pilot was issued a second class medical certificate on this date with no waivers or limitations reported.

The last logbook entry was dated May 20, 2002, a one hour local flight in Kingman, Arizona. The remarks section indicated, "preparing to go to Oregon."

Aircraft information

The airframe and engine logbooks were reviewed. The logbooks indicated the last annual inspection was completed on July 6, 2001. A total of approximately 30 hours had been accumulated on the aircraft since the last inspection.

Wreckage and impact information

The wreckage was located partially submerged on the north bank of the Rogue River at 42 degrees 31.450 minutes north latitude, 123 degrees 29.623 minutes west longitude. The helicopter was laying on its left side. The right side float was intact and still inflated. The left side float was destroyed. Both main rotor blades remained attached to the mast. The width of the river at this point was estimated to be about 75 yards wide. About 300 feet upstream (east) of the main wreckage, two cables running perpendicular to the river were located. One of the two cables was broken and in the water. The other cable was intact, but not taut, and displayed a considerable droop. The 1/8 inch in diameter cables were not marked and later identified as a telephone line support cable. The telephone line itself had been removed sometime in 1994-1995. The cable was strung from a power pole on the south shore near the OK Corral. The other end traveled over to the north shore and along up sloping terrain to another pole about 75 to 100 yards inland. Debris from the helicopter was located on the north shoreline between the downed cable and the main wreckage. A magnetic heading of approximately 260 degrees was measured along the debris path. The first wreckage documented was broken Plexiglas and the aft end of the empennage section with tail rotor and stabilizers attached. Evidence of ground impact was noted on the rocky terrain. In the shallow water just off shore, the control pedestal and rudder pedals were located.

Medical and pathological information

An autopsy was performed on the pilot by Josephine County Deputy State Medical Examiner, Central Point, Oregon. The Medical Examiner reported that the pilot's cause of death was due to severe blunt head, neck, chest, abdominal, and pelvic tra