The pilot of the Rans S-20 was holding short of the runway for takeoff at the airport in Wadsworth, Ohio, when he asked the pilot of an inbound helicopter to side-step to the taxiway so that the airplane could depart.
The helicopter pilot reported that a side-step would have resulted in the helicopter flying directly over the airplane and that he side-stepped the helicopter toward the taxiway after clearing the airplane.
An airport surveillance camera captured the airplane start the takeoff roll after the helicopter passed. Shortly after takeoff, the airplane entered a steep roll and hit the runway. A post-impact fire ensued.
Toxicology testing of the pilot was positive for ethanol in the blood, vitreous fluid, urine, gastric contents, and liver tissue. The ethanol concentration (0.108 gm/dL) was associated with impairment, and alcohol consumption was fairly recent to the accident based on the concentration levels in the pilot’s body.
The pilot completed building the airplane about five months before the accident. The engine had a history of high oil and cylinder head temperatures, which may have been a factor in the pilot’s decision to depart so soon after the helicopter to reduce idling time on the ground.
Based on the available information, it is likely that the airplane encountered wake turbulence from the landing helicopter during takeoff, which resulted in the pilot’s loss of control. It is likely that the pilot’s impairment from ethanol contributed to the accident.
Probable Cause: The pilot’s decision to depart shortly after a landing helicopter, which resulted in an encounter with the helicopter’s wake turbulence and a loss of airplane control. Contributing to the accident was the pilot’s impairment by his recent use of ethanol.
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This September 2021 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Because of the large number of helicopter operations at Elmendorf AFB when I was learning to fly in late 1972, early 1973, it was drilled into me right away that they had dangerous “downwash”. The other aircraft with surprisingly strong wake turbulence were the military Otters (big Beavers if you will) on skis. Both were given a wide birth.
Over the years, I’ve seen the effects of helicopter ops and wake turbulence on many occasions. Being anxious to depart behind even a small helicopter is a mistake.
Of course, it helps to be sober when we fly, too, FWIW.
Very enlightening.You always here of caution of wake turbulence from clean, heavy and slow but this is my first hearing of wake turbulence of helicopter down wash and they seem to hover all over taxiways and tie down areas, important to consider.
This can happen to any aircraft that flies though a helicopter wake/rotor turbulence.
I googled ‘ helicopter turbulence ‘, and found a number of youtube videos on such accidents. !
This is something my instructors never mentioned.!!
Had one encounter with a helicopter that we barely escaped. The tower cleared us for takeoff but had also cleared an arriving Sikorsky well behind us to overfly the parallel taxiway. It was actually a routine procedure that was used for many years but as can happen in a perfect storm, this day the wind was above average and blowing from the taxiway to the runway. We were lifting off as the Sikorsky passed us and we caught the rotor wash seconds later. Full right aileron and rudder still resulted in a 45 degree left bank where we tracked well to the left of the runway over the parking ramps before finally recovering full control. Fortunately we were still able to maintain altitude and a low rate of climb throughout the encounter even though I had lowered the nose some to gain airspeed and control effectiveness. Several conversations with the tower followed of course and greater caution for separation and advisories to the pilots followed.
Great idea, will
“For whatsoever a man soweth, that shall he also reap.”
What type of helicopter?
Reading the different pilot reports (in this case the pilot flying the helicopter) this was a med evac chopper — I do not know make or type.
Back when I had a plane based there in the 2000s, Life Flight copters would come in and refuel. They would do it hot at times because they would need to immediately lift off again.
But continuing on, apparently they now have a hangar at 3G3.