Here is the Mini-500 list as of 5/1/99. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
-PRELIMINARY INFO RECEIVED ON 12/03/98- STILL WAITING FOR NTSB INFO- "Gil Armbruster was killed Sunday when his Revolution Helicopter Mini 500 crashed near Warrenton-Fauquier Airport (W66), VA. The weather that day was good VFR, with moderate temperatures. The crash site was found yesterday after an extensive search effort. The NTSB investigation is in process. Gil's reputation was that of a conscientious and meticulous > builder/pilot. He attended many local fly-ins, frequently demonstrating his Mini 500, N500GH. Gil was based at Manassas, VA (HEF)."
Here is the NTSB info on Gil's accident:
On November 29, 1998, about 1515 eastern standard time, a homebuilt Mini 500, N500GH, was destroyed during a collision with trees near Midland, Virginia. The certificated private pilot/owner/builder was fatally injured. Visual meteorological conditions prevailed for the local flight that originated from the Manassas Airport (HEF), Manassas, Virginia. No flight plan was filed for the personal flight conducted under 14 CFR Part 91. A family member reported the pilot missing after not returning from his normal 40 to 45 minute flight.
The pilot's vehicle remained parked outside his hangar the next morning, and the Federal Aviation Administration issued an Alert Notice. The Civil Air Patrol's search discovered that tower personnel at HEF recorded the helicopter taking off at 1400. Witnesses stated that they saw the helicopter near Leesburg Airport, Leesburg, Virginia, about 1430, and near Nokesville, Virginia, about 1500, on November 29th. The helicopter was located on December 2, 1998, about 1530, in a wooded area approximately 1/4 mile north/northeast of the Warrenton-Fauquier Airport, Warrenton, Virginia.
A survey of the debris field discovered that the initial impact point was the top of a 50-foot tall tree. Tree limbs, measuring 4 to 6 inches in diameter, were cut horizontally and found near the base of the tree. One of the helicopter's rotors was lying on the ground near the tree; the other was snagged on a fracture tree limb about 30 feet above the ground. The main wreckage was lying on its left side between two trees 5 feet apart, and about 35 feet south of the initial impact point. All major components of the helicopter were found at the accident scene. Examination of the flight controls revealed continuity at the time of impact. The engine logbook indicated that in August 1998, at 200.4 hours on the Hobbs meter, the owner replaced both pistons, rings, wrist pins, rod bearings, thermostat, and head o-rings. The Hobbs meter in the wreckage read 218.7 hours. Inspection of the engine revealed two different types of spark plugs were utilized, one of each type in the two cylinders. The spark plugs were wired such that one magneto fired one type of spark plug. Rotation of the crank shaft revealed 4 point scuffing on the cylinder and the Power Take-Off (PTO) piston.
On November 6, 1998, at 0900 central standard time (cst), a Tomschin
Mini 500, N316AZ,
piloted by a non-certificated individual, sustained substantial damage
when while in cruise flight, the
helicopter struck a power line. The helicopter subsequently impacted
into a farm field, 4 miles east
of Clinton, Minnesota. Visual meteorological conditions prevailed at
the time of the accident. The
personal flight was being conducted under 14 CFR Part 91. No flight
plan was on file. The
individual operating the helicopter at the time of the accident reported
no injuries.
At 0910 cst, the Big Stone County, Minnesota, Sheriff's Department received
a telephone call from
a farmer who said that a small red helicopter had hit some electric
wires 5 miles east of Clinton,
Minnesota along Big Stone County Road 6. The Sheriff responded to the
scene and found the
helicopter resting upright in a farm field just north of the road.
The individual who had piloted the
helicopter was not at the scene when the Sheriff arrived. Shortly after
the Sheriff arrived, the
non-pilot returned to the scene with a flat bed truck. The Sheriff
assisted the non-pilot with loading
the helicopter wreckage on to the truck. The non-pilot told the Sheriff
that he was okay.
When interviewed by a Big Stone County, Minnesota, Sheriff's Deputy,
the individual who piloted
the helicopter said that he was flying the helicopter and everything
was working fine. As he looked
inside at one of the gauges, he felt a strong tug on the helicopter.
The non-pilot said that he knew
right away that he had hit some high wires. He tried to keep the helicopter
from crashing. The
non-pilot said that he felt the wires break and he landed the helicopter
the best that he could. It
landed upright on the skids.
A Federal Aviation Administration (FAA) inspector examined the helicopter
wreckage at the
residence of the non-pilot. The helicopter's tail boom was broken off
just behind the engine
compartment. Both forward and rear cross-tubes to the skids were bent
upward. The engine
mounts were bent upward. Both main rotor blades were broken in several
places. Flight control
continuity was confirmed. Examination of the engine, engine controls
and other helicopter systems
revealed no anomalies.
The non-pilot told the FAA inspector that he did not possess a pilot
certificate or a current medical
certificate. The non- pilot said that he had taken several lessons
in Alabama. A review of his pilot
logbook showed that the non-pilot had 23 total hours of flight time
in helicopters.
On October 26, 1998, about 1515 eastern standard time, a Reinhold Revolution
Mini 500,
N500GQ, registered to an individual, crashed while making a forced
landing following loss of engine
power near Hickory, North Carolina, while on a Title 14 CFR Part 91
personal flight. Visual
meteorological conditions prevailed at the time and no flight plan
was filed. The helicopter received
substantial damage and the airline transport-rated pilot was not injured.
The flight originated from
Hickory, North Carolina, the same day, about 1600.
The pilot stated that while in cruise flight at between 500-700 feet,
the engine quit with no prior
warning. He initiated an autorotation and made a left turn toward a
clearing. Upon touchdown on
uneven terrain, the main rotor hit the mechanical stop and then contacted
the tailboom. The
helicopter spun around to the left 180 degrees and came to rest on
the back skids and engine
muffler. The clear area he selected for the landing was overgrown with
about 6 feet of vegetation.
Postcrash examination of the engine by the pilot showed the rear piston
had seized in the barrel. The
pilot stated to NTSB that this was the second time this has happened
in this helicopter. The engine
had accumulated about 46 flight hours since it was rebuilt after the
previous piston seizure.
On October 4, 1998, at an unknown time, a Burson Mini 500, N418MB, crashed in hilly terrain near Moorpark, California. The aircraft was destroyed, and the private pilot, the sole occupant, suffered fatal injuries. Visual meteorological conditions prevailed for the afternoon of the flight and no flight plan was filed, nor were any ATC services provided. The pilot's daughter reported that she accompanied the pilot to the takeoff/landing site and helped reinstall the main rotor blades, which had been removed to trailer the helicopter. She stated that her father reported that he would fly over the park where she was playing baseball, and would subsequently fly over the family residence, in approximately 45 minutes. She left the site at 1417. The daughter further recalled that the pilot reported that he would be flying for 1 1/2 to 2 hours. She never saw or heard him fly over the park, and he was not seen over the family house. The pilot's wife reported the pilot as missing and an ALNOT was issued at 2040. The Ventura County Sheriff located the wreckage at 0300 on October 5, 1998.
On September 19, 1998, at 1330 central daylight time (cdt), a Barklage Revolution Mini 500, N611AB, operated by a commercial pilot, was destroyed when on initial climb, the helicopter's engine lost power. During the subsequent emergency landing, the helicopter impacted into a soybean field. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under 14 CFR Part 91. There was no flight plan on final. The pilot sustained serious injuries. The cross-country flight originated at Cahokia, Illinois, at 1323 cdt, and was en route to St. Charles, Missouri.
CHI98LA334- Final Report
On September 8, 1998, at 1900 central daylight time (cdt), a Culver-Revolution
Mini 500,
N6269R, piloted by a private pilot, was substantially damaged when
it collided with the ground
shortly after a total loss of power while hovering. Visual meteorological
conditions prevailed at the
time of the accident. The 14 CFR Part 91 personal flight was not operating
on a flight plan. The
pilot reported no injuries. The flight departed Eden Prairie, Minnesota,
at 1850 cdt.
The pilot said he had been hover-taxiing the helicopter between the
approach end of runway 36 and
the south taxiway for runway 09R. He said he had been hover-taxiing
for about 10-minutes when
"...the engine stopped unexpectedly [and it] settled to the runway
and rolled over."
The on-scene investigation revealed no anomalies with the airframe,
engine or control system that
would prevent flight. Examination of the fuel system revealed a silicon-type
sealant had completely
blocked the supply side of the fuel filter.
According to the pilot/builder, he had used this material as a seal
between the helicopter's fuel tank
filler neck flange and fuel tank body. The helicopter's kit manufacturers
instruction states that the
builder is to "Place a 1/8-inch bead of MA300 from the adhesive kit
around [the] hole circle
through the centerline of [the mounting] holes." A copy of these instructions
are appended to this
report.
The kit manufacturer was contacted regarding the accident and pilot/builders
use of the silicon-type
material. The manufacturer representative was asked if there were any
warnings in the construction
manual against the use of the silicon-type sealant as the builder had
done. He said there were no
warnings, only instructions to use the MA300 material. He said the
MA300 is an epoxy- type
glue/sealant that does not break down when contacted by gasoline. He
said the silicon-type sealant
will dissolve when contacted by gasoline. The IIC suggested the company
publish a manual change
or communicate the need to use only the sealant recommended by them.
The company
representative agreed and said they would put a notice in the next
builder's newsletter. A copy of
the company's December 1998 newsletter is appended to this report.
On August 30, 1998, about 1500 central daylight time, a Hall Revolution
Mini 500 homebuilt helicopter, N9GH, registered to an individual, landed
hard at Hattiesburg, Mississippi, while on a Title 14 CFR Part 91 personal
flight. Visual meteorological conditions prevailed at the time and no flight
plan was filed. The airline transport-rated pilot was not injured and the
helicopter received substantial damage. The flight was originating at the
time of the accident. The pilot stated that as he hovered forward at a
brisk walk, he heard the low rotor RPM horn and reduced the collective
control. The helicopter descended rapidly and touched down on the "toes"
of the skids. The helicopter bounced back into the air and the cyclic control
grip separated from the cyclic control stick. The cyclic control stick
moved to the full aft position and the main rotor blades contacted the
tail boom.
On August 11,1998, at 1832 eastern daylight time, a homebuilt Revolution Mini 500 helicopter, N2XK, was destroyed during collision with terrain following an uncontrolled descent near Northhampton, Pennsylvania. The certificated commercial pilot was fatally injured. Visual meteorological conditions prevailed for the maintenance test flight that originated at Bangor, Pennsylvania, approximately 1800. No flight plan was filed for the flight conducted under 14 CFR Part 91. In a telephone interview, one witness stated his attention was drawn to the helicopter because it sounded unusual. He said the helicopter was maneuvering approximately 200 feet in the air. The witness said: "I saw it circle around but it didn't sound too good. I heard it making these weird noises. It stopped in the air and then turned towards my house. I heard it go 'pow' then another sharp 'snap'. It sounded like a gunshot. Then I saw this piece flying. The helicopter rotated approximately one-quarter turn, the tail came up, the nose dropped, and then the aircraft fell out of sight." In a telephone interview, a second witness said his attention was drawn by the sound. He stated: "It sounded like a helicopter, but it had a funny sound, it had a rat-a-tat-tat sound. I couldn't see it, then I saw him make a right hand turn heading due west gaining altitude. I heard a 'poof-poof'...Just the sounds of the rotors didn't sound normal. I heard the lighter 'pop' and then the louder 'pop'." The witness stated the helicopter then descended behind a tree line out of view. The wreckage was examined at the site on August 12, 1998, by a team of Federal Aviation Administration (FAA) Aviation Safety Inspectors. All major components were accounted for at the scene. According to one Inspector's statement: "The helicopter wreckage showed a vertical impact where the aircraft wreckage remained within a very confined area. No wreckage was more than a few feet from the fuselage. The only part of the aircraft not within the main fuselage was one main rotor blade which was discovered over 400 feet from the aircraft. Upon further investigation of the crash site, I observed that the pitch horn (a casting) was fractured on one of the main rotor hubs and disconnected. The blade yoke was still attached but only about twelve inches of the blade was attached. This part matched with the blade assembly that was over 400 feet from the wreckage. The rest of the hub assembly was found intact and all control rods and assemblies were attached. The mast showed no signs of mast bumping or deformation. The tailboom assembly and tail rotor assembly showed no signs of main rotor blade contact nor prior damage before impact...the pitch change rod to the hub with the missing main rotor blade was loose and the jam nuts to the rod and bearings were loose and not torqued at all."
On August 12, 1998, the Inspector visited the location where the helicopter was hangared and maintained. He found the construction manual for the helicopter opened to the section for the rigging and balancing of the rotor system and a copy of the "Revolution Helicopter Airworthiness Directive (AD) #09031997...New Dynamic Main Rotor System Balancing Procedures." According to Revolution Helicopter Corporation, Inc., the AD was "...Urgent (Must Be Complied With Before Further Flight)." The FAA Inspector interviewed the pilot's son regarding any work performed on the helicopter and the purpose of the flight. According to the Inspector's report: "His son informed me that he was assisting his father with rotor tracking by holding the tracking flag and his father was adjusting the blade track with the pitch change links. The son left prior to his father finishing the ground portion of the checks and when he returned the aircraft and his father were gone." Portions of the main rotor system were forwarded to the NTSB Materials Laboratory in Washington, D.C. for further examination
On July 26, 1998, about 1800 Eastern Daylight Time, a homebuilt Revolution
Mini-500 helicopter,
N805JJ, was substantially damaged during a forced landing at Yost Airport
(32PA), Shermans
Dale, Pennsylvania. The certificated private pilot was not injured.
Visual meteorological conditions
prevailed at the time of the accident. No flight plan was filed for
the personal flight conducted under
14 CFR Part 91. According to the pilot's written statement, after about
45 minutes of flight, he
entered the traffic pattern at his destination, and descended during
both the base leg and the final
approach. While on the final approach, at 20 to 30 feet of altitude,
the engine "stopped dead ... no
sputtering, no sign, just nothing." The helicopter landed hard, the
left skid collapsed, the main rotor
struck the tail boom, and the helicopter rolled over on its left side.
According to a Federal Aviation Administration (FAA) Inspector, the
fuel tank was approximately
1/3 full, and there was fuel in the glass bulb along the fuel line.
There was sufficient engine oil in the
oil tank and the throttle linkage was intact.
In a supplemental statement, the pilot wrote: "After discussions with
Revolution Helicopter and other
Mini-500 owners, the most likely cause of engine failure is fuel starvation
due to a bad main jet,
needle jet combination. I had recently installed the Power Enhancement
Package, which included a
new needle (11K2), a new needle jet (2.76), and a new main jet (1.70).
This combination caused
the EGT to be below operating minimums, so I reduced the size of the
main jet in order to lean the
mixture sufficiently to produce suitable EGTs. My final jet combination
was a 2.72 needle jet and a
1.52 main jet. I had flown approximately 8 hours with that combination
without a problem. The
problem occurs when it is necessary to go from half throttle to full
throttle rapidly. The 1.52 main jet
is too restrictive to allow enough fuel through, quickly enough, to
allow the engine to go to full
throttle. It is like filling a syringe by pulling back the plunger.
As long as you pull the plunger back
slowly and evenly, the syringe fills up fine. If you pull the plunger
back quickly, the syringe fills with
air.
In my particular situation, I was descending on final approach at less
than half throttle. When I got
close enough to the ground to begin adding collective and throttle
in order to stop the descent, I
added throttle too quickly...The engine simply could not get enough
fuel, fast enough, to get full
throttle, and the engine stalled."
On July 27, 1995, a Revolution Helicopter Corporation-owned Mini-500
sustained substantial
damage when it experienced a total loss of engine power during a demonstration
flight. According to
the Safety Board's Factual Report, the company owner stated that re-jetting
of the carburetor had
been performed in an attempt to bring down gauge readings when a new
rotor/engine rpm
instrument and a new exhaust gas temperature gauge were installed.
The company owner attributed
the engine seizure to the re-jetting.
A review of accidents compiled from the National Transportation Safety
Board database revealed
that, in 1997 and 1998, there were 23 Mini-500 accidents. Within that
list, 11 involved a loss of
engine power.
The accident Mini-500 used a Rotax 582 UL DCDI engine. In the beginning
of the operator's
manual, it stated: "Danger! This engine, by its design, is subject
to sudden stoppage! Engine
stoppage can result in crash landings. Such crash landings can lead
to serious bodily injury or death.
Never fly the aircraft equipped with this engine at locations, airspeeds,
altitudes, or other
circumstances from which a successful no-power landing cannot be made,
after sudden engine
stoppage."
The operator's manual also stated: "Warning! This is not a certificated
engine. It has not received
any safety or durability testing, and conforms to no aircraft standards.
It is for use in experimental,
uncertificated aircraft and vehicles only in which an engine failure
will not compromise safety. User
assumes all risk of use, and acknowledges by his use that he knows
this engine is subject to sudden
stoppage."
On May 20, 1998, at 0925 central daylight time, a Revolution Mini-500B experimental helicopter, N6144S, owned and operated by the pilot as a Title 14 CFR Part 91 personal flight, was destroyed during a forced landing near Grove, Oklahoma. Visual meteorological conditions prevailed, and a flight plan was not filed. The private pilot, sole occupant of the aircraft, sustained minor injuries. The flight originated from the Grove Municipal Airport, about 25 minutes before the accident. According to preliminary information, the helicopter experience a malfunction with its clutch or the clutch's drive belt. The pilot initiated a forced landing to a high school parking lot, and during the attempted landing, the helicopter impacted a pickup truck. The helicopter was destroyed by a post crash fire. MIA98LA161 On May 13, 1998, about 1630 eastern daylight time, a homebuilt helicopter, a Revolution Mini-500, N355RM, registered to a private individual, operating as a 14 CFR Part 91 personal flight, crashed during a precautionary landing at Stockmar Airport, Villa Rica, Georgia. Visual meteorological conditions prevailed and no flight plan was filed. The helicopter received substantial damage, and the ATP-rated pilot was not injured. The flight originated from a private helipad at Cedartown, Georgia, about 45 minutes before the accident. The pilot stated that while in cruise flight, he noticed a "high frequency vibration/buzz sound," together with increasing coolant and exhaust gas temperatures, and elected to land. His intention was to perform a run-on, precautionary landing onto the single runway at Stockmar Airport, but the runway was in use, and he used a grassy area adjacent to the runway. The pilot further stated he chose the grassy area because it appeared to have been newly "bush-hogged"; however, while in the landing flare, he realized too late that the mowed level of the grass was high enough to conceal small obstructions. The left landing skid collided with a large, partially hidden rock and the helicopter rotated counterclockwise abruptly about its vertical axis approximately 240 degrees. During the ground gyration, the main rotor severed the tailboom and the tail rotor assembly separated from the helicopter. Postcrash inspection of the aircraft revealed that less than a full quantity of engine coolant was contained in the reservoir. The pilot stated the cooling system is a closed system, and he is at a loss to explain the leakage. He states, "It should be noted that prior to flight on this date, (accident date) the aircraft was parked inside a hangar on a concrete floor at 7GA9, (Whitesburg, Georgia) and no visible evidence of a leak was noted on the floor. Further, the aircraft was landed on a concrete pad at the private residence at Cedartown, GA and no visible evidence of a water leak was noted on the concrete pad."
According to the pilot, he had completed a pre-takeoff check, which
included checking both ignition
systems, and engine split test for correct operation of the sprague
clutch. He established the
helicopter at a hover for about 2 minutes, checking the exhaust gas
temperature gage for correct
temperatures. All checks were satisfactorily completed and then he
departed.
The pilot reported that shortly after takeoff into the wind, at an altitude
of about 50 feet and
airspeed of about 35-40 mph, he noticed the main rotor slowing down.
He immediately applied
power with no results. Shortly thereafter, the engine lost power. He
said he entered autorotation,
but he did not have enough rotor speed to perform a successful autorotation,
and the helicopter
touched down hard.
The helicopter was moved to an overhaul facility in Newcomertown, Ohio,
and was examined by a
Federal Aviation Administration (FAA) Inspector. The Inspector stated
that the examination
revealed that more than 75 percent of the electrodes of the rear cylinder
spark plugs (magneto side)
were burned.
According to the Rotax Operator's manual, it stated in part:
"If both plugs have 'white' electrodes with 'melt' droplets, first suspect lean mixture."
According to the FAA Inspector, examination of the exhaust manifold
revealed a half inch crack
within a welded seam, mid section of the exhaust manifold in the center
section.
According to the owner, the helicopter had a total of 56 hours since
new, and the spark plugs were
installed about 30 hours prior. The spark plug installed in the forward
cylinder was of the same type,
and its electrode indicated "normal" wear. The owner also said that
the exhaust manifold was
delivered from the factory with the weld.
According to the Rotax Operator's Manual, it stated in part:
"This is not a certificated aircraft engine. It has not received any
safety or durability testing, and
conforms to no aircraft standards. It is for use in experimental, uncertificated
aircraft and vehicles
only in which an engine failure will not compromise safety. User assumes
all risk of use, and
acknowledges by his use that he knows this engine is subject to sudden
stoppage."
On August 26, 1997, at 2000 central daylight time, a Fingerhut Revolution
Mini 500 homebuilt
helicopter, N570F, was substantially damaged during a forced landing
near Huffman, Texas. The
student pilot, sole occupant of the helicopter, was not injured. The
helicopter was owned and
operated by the pilot under Title 14 CFR Part 91. Visual meteorological
conditions prevailed for the
local flight for which a flight plan was not filed. The instructional
flight originated from a helipad at the
pilot's home in Huffman, Texas at 1945.
According to the pilot, he experienced a disconnect of the collective
control system which resulted
in the main rotor blades going to flat pitch while in cruise flight
at 800 feet MSL. The pilot added
that he elected to execute a running landing to a cultivated field
rather that try to land in a confined
helipad. During the landing flare the helicopter yawed to the left
as the pilot applied collective to
cushion the landing prior to touching down. The pilot added that the
helicopter was not properly
aligned during touch down and the helicopter rolled over on its side.
The FAA inspector confirmed that the 1997 model helicopter sustained
structural damage. He
added that the student pilot was properly endorsed for solo flight
and had accumulated a total of 50
hours of flight in helicopters, of which 28 were in the same make and
model. According to the
aircraft maintenance records, the helicopter had accumulated a total
of 28 hours since it was
assembled by the pilot from a kit. Flight control continuity was confirmed
by the FAA inspector to
the cyclic and anti-torque systems of the helicopter.
Examination of the helicopter by the FAA inspector revealed that a disconnect
of the collective flight
control system between the collective riser block (P/N 0153), and the
rod end (P/N 0600) for the
collective control rod (P/N 0002). With the aid of 10 power magnification,
the inspector examined
the threaded areas of the collective riser block and the rod end. The
threads on the aluminum
collective riser block were found to be displaced or pulled out. See
enclosed drawing showing the
0.314 inch penetration on the threaded surface of the riser block and
the first 0.388 inch
engagement on the rod end. The FAA inspector also noted that the control
rods provided by the
helicopter manufacturer were not provided with a "witness hole" so
either the installer or an
inspector could verify the amount of rod end penetration into the threaded
control tube.
Furthermore, the assembly instructions provided by the manufacturer
did not stipulate the minimum
amount of thread engagement required in any of the rod ends in any
of the flight control tubes in the
helicopter, nor did it warn the potential builder of the criticality
of proper thread engagement and
security.
To assist with the investigation, the FAA inspector inspected a like
helicopter to establish a
comparison on the installation of the flight control systems. The comparison
between the two
installations revealed that a pronounced difference existed in the
length of exposed threaded areas
between the rod ends and the control rods.
The owner/builder of the helicopter provided the FAA inspector with
the plans and instructions
provided to him by the kit manufacturer during the assembly of the
helicopter.
Probable Cause
The disengagement of the helicopter's collective control tube due to
improper installation by the
builder. Factors were the lack of sufficient information provided by
the kit manufacturer and the
pilot's inability to cushion the landing.
NTSB Identification: FTW97LA339.
Accident occurred SEP-09-97 at IDABEL, OK
Aircraft: Roddie MINI-500, registration: N42JR
Injuries: 1 Fatal.
A witness, who was a close friend of the pilot and assisted building
the helicopter, observed the
aircraft operating approximately 2,000 feet above ground level and
about 500 feet from the
approach end of runway 35. He then heard the engine slow down and go
into "negative pitch
mode." The witness observed the helicopter in a nose low attitude and
then heard a loud boom. He
said that the helicopter came to a stop and then he saw pieces falling
off the helicopter. The 25,000
hour career airline captain had about 6 hours of total flight time
in helicopters.
Probable Cause
The loss of control in flight for undetermined reasons. A factor was
the pilot's lack of total
experience in helicopters.
FTW97LA339Final Report--
On September 9, 1997, at 1330 central daylight time, a Roddie Mini-500,
homebuilt helicopter,
N42JR, registered to, and operated by the pilot/builder, was destroyed
while maneuvering near
Idabel Airport, Idabel, Oklahoma. The airline transport rated pilot,
the sole occupant, was fatally
injured. Visual meteorological conditions prevailed and no flight plan
was filed for the Title 14 CFR
Part 91 personal flight. The flight originated from Idabel Airport
at 1300.
A witness, who was located at the airport, and helped build the helicopter
reported that the pilot
performed a run-up on the ground before departing. The witness stated
that the aircraft was
operating approximately 2,000 feet above ground level and about 500
feet from the approach end
of runway 35. He then heard the engine slow down and the rotors go
into the negative pitch mode.
The witness observed the aircraft in a nose low attitude and then heard
a loud boom. He said that
the helicopter came to a stop and then he saw pieces falling off the
helicopter. The main fuselage
came to rest on its right side, 1,300 feet from the approach end runway
35. The instrument panel
was found 157 feet south of the main fuselage. The tail rotor, including
the vertical and horizontal
stabilizers, came to rest about 400 feet south of the main fuselage.
A close friend of the pilot, who also assisted in manufacturing the
kit helicopter, reported that new
rotor blades were installed on the day prior to the accident. He also
stated that Mr. Roddie had test
flown the aircraft after the installation and Mr. Roddie reported that
the helicopter was "flying
excellently."
Another airline pilot, who built and flew his own Mini-500, served as
the test pilot for Mr. Roddies'
helicopter. The test pilot had 75 hours in the Mini-500. He previously
performed one autorotation in
Mr. Roddies' Mini-500 and reported it did "just fine."
The 62 year old pilot, who was 25,000 hour career airline captain, had
about 6 hours of total
helicopter flight time.
At the request of the family, an autopsy and toxicology tests were not
performed. Family members
reported that the pilot was in excellent health.