MIA01FA004

The pilot's failure to maintain rotor rpm and the proper rate of descent during a forced landing/autorotation resulting in an in-flight collision with terrain. Contributing to the accident was a loss of engine power due to the failure of the No. 3 exhaust valve for undetermined reasons, and the pilot's lack of total experience in the R22 and recent experience in autorotations.

The pilot experience a loss of engine power due to the failure of the No. 3 exhaust valve for undetermined reasons. The pilot entered autorotation and failed to maintain rotor rpm and the proper rate of descent resulting in an in-flight collision with terrain. The pilot had accumulated 67 hours in helicopters of which 18 were as pilot-in-command. The pilot's last known autorotation was 4 months before the accident.

HISTORY OF FLIGHT On October 14, 2000, at about 1208 eastern daylight time, a Robinson R-22, N4004J registered to a private owner, operated by Volar Helicopters Inc., as a 14 CFR Part 91 personal flight, crashed on a street in the vicinity of Pembroke Pines, Florida. Visual meteorological conditions prevailed and no flight plan was filed. The helicopter was destroyed. The airline-transport pilot and one passenger were fatally injured. The flight originated from Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, about 30 minutes before the accident. Two witnesses stated they were stopped at the intersection of Pines Boulevard (Blvd), and SW 155th Street. Both witnesses heard a popping sound as the helicopter approached their location traveling eastbound. The helicopter was estimated to be at about 100 feet. The helicopter yawed from left to right. One witness stated the nose pitched up to a nose-high attitude and started descending rapidly left side low. The helicopter cleared the power lines and crashed. Another witness was driving eastbound on Pines Blvd. and initially observed the helicopter traveling southwest bound turning left towards the east at about 65 feet. The helicopter was observed to assume a nose high, descending left skid low attitude. The helicopter cleared the power lines at SW 155th Street and collided with the westbound lane of Pines Blvd. in the same attitude. As soon as the helicopter collided with the highway, the nose was observed to pitch down, proceeded forward, and turn to its left coming to rest on its left side. A jogger, who was running eastbound on the north side of Pines Blvd., stated he heard a helicopter approaching him from the rear. The rotor blades were popping as they were whipping up the air. He looked up and observed the helicopter about 50 feet over the trees. The helicopter cleared the power lines at SW 155th Avenue, touched down left skid low, went forward, turned counter clockwise and came to a stop on its left side facing the northwest. PERSONNEL INFORMATION Review of records on file with the FAA Airman Certification Branch, Oklahoma City, Oklahoma, revealed the pilot was issued a temporary airman certificate on January 4, 2000, for airline transport pilot with ratings and limitations for airplane single and multiengine land, commercial pilot rotorcraft helicopter. The pilot indicated on her airman certificate and or rating application dated January 4, 2000, that she had accumulated 52 total hours in the Robinson R22 helicopter, of which 6 hours were solo, and 24 hours were as pilot-in-command. Review of her pilot logbook revealed that she had accumulated 9,415.3 total hours in all aircraft of which 7,986.6 hours were as PIC. Her last recorded flight in an airplane was on February 2, 1996. Her first recorded flight in an R22 was on September 28, 1999. She had accumulated 67.1 hours in the R22, of which 48.6 hours were dual, and 18.5 hours were as PIC. She had flown 3.2 total hours in the last 90-days before the accident. Her last flight before the accident was on September 15, 2000, for .7 hours. Her last flight 60 days before the accident was on August 22, 2000, for 1.0 hour. Her last flight 90 days before the accident was on July 27, 2000, for 1.0 hours. Her last recorded autorotation was on June 29, 2000. The FAA designated examiner that conducted the commercial pilot helicopter add on rating for the deceased pilot stated the oral exam lasted about 3.2 hours and the flight evaluation lasted about 1.4 hours. Upon completion of the evaluation, he informed the pilot that she met the standards for the add on rating, however her autorotations were on the edge, but within tolerance. He recommended that the pilot obtain some additional instruction, to which she agreed. An instructor pilot for Volar Helicopters stated he conducted a check ride with the deceased pilot on June 29, 2000, and she completed emergency procedures pertaining to the R22, which included autorotations that were conducted satisfactory. AIRCRAFT INFORMATION The helicopter was a Robinson Helicopter model R22, serial No. 1320, registration No. N4004J, manufactured in 1990. The helicopter is equipped with a Lycoming O-320-B2C, 131 horsepower engine. The engine was removed from helicopter serial No. 0126 on October 28, 1996, and had accumulated 2,010.51 hours. It was overhauled by Textron Lycoming in Williamsport, Pennsylvania, on January 2, 1997, and installed in helicopter serial No.1320 on April 11, 1997. The Hobbs time was 6,007.6. The engine total time was 2,019.2 hours and 8.4 hours since major overhaul (S.M.O.H). The last recorded 100-hour/annual inspections were on September 25, 2000. The Hobbs time was 7,683.4. The engine total time was 3,695.0 hours and 1,684.49 S.M.O.H. The Hobbs time on the helicopter before the accident was 7,740.8, and the Hobbs meter at the accident site was 7,741.3. Textron Lycoming issued Service Bulletin No. 388B (SB), on May 13, 1992. The SB provides procedures to determine exhaust valve and guide condition, and indicates that helicopter engines should be inspected at 300-hour intervals. The SB states, "To insure positive and trouble free valve train operation, the inspection procedure described in this publication should be accomplished as recommended in the Time of Compliance section of this publication. Failure to comply with the provisions of this publication could result in engine failure due to excessive carbon build up between the valve guide and valve stem resulting in sticking exhaust valves or; broken exhaust valves which result from excessive wear (bell-mouthing) of the exhaust valve guide." Review of the engine logbook revealed that SB No. 388B was conducted on April 30, 1998, at 598.2 S.M.O.H., June 19, 1998, at 694.6 S.M.O.H., and on September 30, 1999, at 1,292.0 S.M.O.H. An individual who had flown in N4004J stated the helicopter had a history of high oil temperature and low oil pressure, and that the oil cooler had been changed. Review of invoices revealed the following service description and corrective action taken by Cav-Air Inc., maintenance personnel on N4004J: Invoice No. H3047-2, 06/19/00 4. Engine Oil Temp Very High. Changed oil and swapped temperature sensor and thermostat with another aircraft. Cleaned oil cooler. Test flew and found ok. Invoice No. H3316-1, 10/18/00 1. Engine Oil Temp Runs At High Green. Date 08-01 Inspected oil screen and installed serviceable oil screen housing o/m 69510. Run up and test flew. Found oil temp at high green. Increased oil pressure and made sure oil level was at 6 qts and OAT was 97 degree. Re-installed original oil filter housing and leak check ok. Aircraft returned to service. 2. Pilot States Engine Oil Runs High Green. Date 08-07 Removed oil screen and found no metal. Removed oil cooler and installed serviceable oil cooler and toped off oil. Test flew ok. Oil temp is still in high green but OAT is 97 degrees. Removed cooler and re-installed original cooler. Ran up and leak checked good. Aircraft returned to service. 3. Engine Oil Temp Runs High Green. Date 08-09 Spoke to Lycoming Rep and they recommend we check the oil pump for leakage. Removed front cover and found oil pump and hardware secure and no evident wear. Re-installed cover and installed magnetos and timed. Run up and leak checked good. Test flew and found oil temp in 3/4 temp green range. Aircraft returned to service. METEOROLOGICAL INFORMATION The nearest weather reporting facility at the time of the accident was Fort Lauderdale Executive Airport, Fort Lauderdale, Florida. At 1553Z, surface weather observation was: 5,500 scattered, visibility 10 miles, temperature 82 degrees Fahrenheit, dew point temperature 57 degrees Fahrenheit, wind from 040 degrees at 8 knots, and altimeter 30.10. Visual meteorological conditions prevailed at the time of the accident. WRECKAGE AND IMPACT INFORMATION The wreckage of