Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: E, A BELL 407 HELICOPTER, N491PH, REGISTERED TO AND OPERATED BY P

Report Date: 05/19

Plane Crash Problem: On May 11, 2003 approximately 1533 central daylight time, a Bell 407 helicopter, N491PH, registered to and operated by Petroleum Helicopters Inc., of Lafayette, Louisiana, was substantially damaged during a forced autorotative landing into the water in the Gulf of Mexico, following a loss of engine power while in cruise flight. The airline transport pilot and his 3 revenue passengers were not injured. Visual meteorological conditions prevailed and a company flight plan was filed for the Title 14 Code of Federal Regulations Part 135 on-demand air taxi flight. The flight originated from an offshore platform, EI-380, at 1453 and was en route to Morgan City, Louisiana. During an interview with the NTSB investigator-in-charge, the pilot reported that the helicopter was in straight and level flight (about 800 feet AGL) when the FADEC FAIL aural warning sounded, followed closely by the LOW ROTOR RPM horn. Simultaneously, the LOW ROTOR RPM, FADEC FAIL, and FADEC FAULT cockpit caution lights illuminated. As the rotor RPM began to decay thru 90%, the pilot attempted to regain the RPM's by lowering the collective with little result. The FADEC AUTO/MANUAL indicator light/button showed the engine control mode to be in the "AUTO" condition. The pilot recalls that the Ng was approximately 89%. The pilot stated that about 10 seconds elapsed from the onset of the event to cross checking the Ng. The pilot then depressed the AUTO/MANUAL button and switched to the MANUAL mode. He then increased the throttle above the 90% detent to try to regain rotor RPM's. He recalled that the light displayed "MANUAL", and that the FADEC FAIL aural warning ceased after the button was depressed. While descending, on three separate occasions, the pilot attempted to increase the throttle which were accompanied by three uncommanded right yaws, approximately 1-2 seconds apart. During the third uncommanded yaw, the ENGINE OUT audio sounded and the ENGINE OUT light illuminated (these occur when Ng drops below 55%). The pilot then entered a full autorotation as the helicopter was passing thru 400 feet AGL. The skid mounted emergency float system was deployed and the helicopter landed upright on the water. The pilot recalls that the engine was running after landing. He shut the engine down, and assisted with the egress of his passengers. After recovery of the helicopter, it was noted that the aft section of the tail boom showed evidence of main rotor blade contact. The top of the left vertical fin was severed, the top portion of the tail rotor drive shaft cover was cut and the #5 segment of tail rotor drive shaft was severed. All of the observed damage was consistent with main rotor blade contact during landing. During examination of the helicopter, power was applied and the following cockpit caution lights illuminated; FLOAT ARM, L/FUEL XFER, R/FUEL BOOST, L/FUEL BOOST, AUTO RELIGHT, FADEC FAIL, GEN FAIL, XMSN OIL, CHECK INST, HYD SYSTEM, CYCLIC CENTER, and RPM. After approximately three minutes, the FADEC MAN, and ENG OUT lights illuminated. The FADEC button displayed "AUTO", and after 3 minutes changed to "MANUAL." The collective was noted to be about 1/3 of the way up, the throttle twist grip between 80% NG and Idle, the fuel valve was closed, the fuel gauge read 420 lbs, the voltmeter read 23.8 volts, and the MGT Litton gauge showed an exceedance. Litton gauge exceedances that are recorded during engine operations are, 727.1 to 779 degrees recorded after 30 seconds, 779.1 to 905 recorded after 12 seconds, and 905.1 and above recorded immediately. Five MGT exceedances were recorded and downloaded. Chronologically, 80 seconds, the recorded MGT exceedance peaks were 981 degrees, 998 degrees, 1,084 degrees, 1,102 degrees, and 800 degrees respectively. Thermal damage was noted on the top of the engine cowl. The engine N1 and N2 appeared to be locked when hand rotation was attempted. The #1 short shaft was found sheared. All cannon plugs on the ECU were found connected and tight, and the unit appeared undamaged. Cannon plug J1 and J2 were disconnected and a slight amount of corrosion was noted on pin #79 on plug J2. A direct ECU download could not be accomplished, as it appeared that the ECU was not communicating properly with the EMC-35A download software. Further evaluation/download of the ECU will be accomplished at the manufacturer’s facility.

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