WPR18LA130

The commercial pilot was conducting a visual flight rules personal flight in visual meteorological conditions. After cancelling flight following services with air traffic control, the helicopter impacted an open field under unknown circumstances. The pilot did not provide a statement regarding the events of the accident, and there were no witnesses. Postaccident airframe and engine examinations revealed no evidence of any preaccident mechanical failures or malfunctions that would have precluded normal operation. The upright orientation of the wreckage and impact damage to the fuselage and main rotor blades were consistent with a hard landing; however, the circumstances surrounding the accident and the reason for the hard landing could not be determined based on available evidence.

On May 1, 2018, about 1709 Pacific daylight time, a Robinson R-22 Beta II, N7526S, was substantially damaged when it was involved in an accident near Scappoose/Sauvie Island, Oregon. The commercial pilot was seriously injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Air traffic control radar and communications information obtained from the Federal Aviation Administration (FAA) revealed that, shortly after takeoff at an altitude about 1,400 ft mean sea level (msl) and 70 knots ground speed, the pilot contacted air traffic control and requested visual flight rules flight following. The pilot cancelled flight following about twenty minutes later and radar contact was lost shortly thereafter. The pilot did not provide a statement regarding the events of the accident, nor were there any witnesses. An FAA inspector responded to the accident site and located the wreckage in an open, level, grassy field, with no evidence of a post-crash fire. The helicopter came to rest upright with both the main and tail rotor blades attached to their respective hubs. One tail rotor blade was intact, the other was bent midspan. The main rotor blades were mostly intact and displayed minor impact damage. Throttle linkage control integrity was confirmed, and the throttle control arm was in the open position at the carburetor; the mixture control was in the full-rich position. The helicopter was examined following recovery; control continuity was confirmed from the cockpit throughout the flight control systems to the main rotor and tail rotor. The clutch shaft was rotated manually and there was a corresponding rotation of the main rotor hub. Both main rotor blades appeared bent down about 20°. The tail rotor drive shaft was straight with no bending, twisting, or binding observed. The oil dipstick indicated about 6 quarts of oil, and about 3 gallons of fuel was drained from the main tank and some fuel was drained from the auxiliary tank fuel sump. The fuel bowl was clean, and no particles were observed in the filter. The spark plugs were removed and exhibited normal operating signatures. The rocker box covers were removed, the engine was rotated manually, and valve and drive train continuity were confirmed throughout the engine. The right magneto was impact-separated from the engine; the left magneto remained attached. Both magnetos produced spark when rotated. The oil screen was free of obstructions.