NTSB Factual Report

HISTORY OF FLIGHT

On July 5, 2003, about 1550 mountain standard time, an American Eurocopter AS350BA, N2273A, made a hard landing and rolled over while making an emergency landing near Temple Bar, Arizona. Sundance Helicopters, Inc., was operating the helicopter under the provisions of 14 CFR Part 135. The commercial pilot and two passengers were not injured, while four passengers received minor injuries. The helicopter sustained substantial damage. The on-demand air taxi, sightseeing flight departed McCarran International Airport, Las Vegas, Nevada, about 1525, en route to Quarter Master Bluff, located in Arizona's Grand Canyon. Day visual meteorological conditions prevailed, and a company flight plan had been filed. The primary wreckage was at 36 degrees 03.55 minutes north latitude and 114 degrees 27.37 minutes west longitude.

The pilot reported that while in cruise at 3,500 feet mean sea level (msl) near Bonelli Bay, Lake Mead, Arizona, the helicopter experienced a "hot battery" light indication on the instrument panel. The pilot made two radio calls; one on the local traffic frequency (120.65), and the other to Sundance Helicopters' base. Sundance answered the broadcast, but during the response, the helicopter experienced a complete electrical failure.

The pilot elected to make an immediate landing on the shoreline of Lake Mead. At 100 feet agl, the pilot reported a change in the sound of the engine. Believing that he had an unreliable engine, the pilot entered an autorotation. While in the deceleration flair, the tail rotor stinger and tail rotor blades made contact with the soft sand. The pilot leveled the helicopter; however, the helicopter landed hard and bounced back into the air. The helicopter rotated 90 degrees to the left, and struck the ground a second time before rolling onto its right side. The pilot indicated that after the helicopter came to rest, he could still hear the engine operating. He activated the fuel shutoff lever to shutdown the engine.

The pilot helped evacuate the passengers and administered first aid while awaiting assistance.

PERSONNEL INFORMATION

The pilot and operator submitted a Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2).

A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a commercial pilot certificate with a helicopter rating. The pilot held a certified flight instructor (CFI) certificate with a helicopter rating.

The pilot held a second-class medical certificate that was issued on August 8, 2002, with no limitations or waivers.

The pilot reported a total flight time of 1,336 hours. He logged 153 hours in the last 90 days, and 43 in the last 30 days. He had an estimated 126 hours in this make and model. He completed a biennial flight review on May 17, 2003.

AIRCRAFT INFORMATION

The helicopter was an American Eurocopter AS350BA, serial number 2273. A review of the helicopter's logbooks revealed a total airframe time of 5,786.8 hours at the last 100-hour inspection. The helicopter's total time at the time of the accident was 5,845.8 hours.

The helicopter engine was a Turbomecca Arriel 1b engine, serial number 4545. The total time on the engine at the last 100-hour annual inspection was 6,168 hours.

Aircraft maintenance records revealed that on June 28, 2003, the accident helicopter had a reported battery "over-temp," and maintenance technicians installed a reconditioned battery. They did not record the serial number of the battery that they removed on the maintenance malfunction report or in the maintenance records. On July 3, 2003, they removed the starter/generator due to a failure to start the engine, and replaced it with a serviceable reconditioned unit. They also removed the battery and installed another reconditioned battery.

The accident flight was the third flight of the day. The helicopter had accumulated a total of 3.4 hours since being released from maintenance on July 3, 2003.

The aircraft flight manual states that the 150 amp generator is capable of sustaining the aircraft's electrical load. The emergency checklist identifies that if the battery is isolated from the d.c. curcuit, the pilot is to "keep a watch on voltage, Continue flight, according to circumstances." The emergency procedures for a battery temperature light as explained in section 3.3 of the flight manual for the AS350BA is; "Isolate the battery (push button "OFF") and land as soon as possible."

METEOROLOGICAL CONDITIONS

The closest official weather observation station was McCarran International Airport, Las Vegas, Nevada (LAS), which was located 40 nautical miles (nm) west of the accident site. The elevation of the weather observation station was 2,181 feet msl. An aviation routine weather report (METAR) for LAS was issued at 1556. It stated: winds from 080 degrees at 12 knots gusting to 15 knots; visibility 10 miles; skies 25,000 feet few; temperature 42/108 degrees Celsius/Fahrenheit; dew point 22/72 degrees Celsius/Fahrenheit; and altimeter 29.73 inHg.

COMMUNICATIONS

The helicopter was not in contact with any air traffic control facility. All flight following was between the operator base and the accident helicopter. The accident pilot was also making position reports on a separate air-to-air frequency.

WRECKAGE AND IMPACT INFORMATION

Investigators from the FAA examined the wreckage at the accident scene. They activated the battery switch and the voltage indicated 25 volts. They activated the audio horn and it functioned properly. They also engaged the starter and the engine spooled up.

TESTS AND RESEARCH

The FAA, American Eurocopter, Turbomecca, and Sundance Helicopters, Inc., were parties to the investigation.

Investigators examined the wreckage at Boulder City Municipal Airport, Boulder City, Nevada, on July 9, 2003.

Maintenance technicians removed the engine. They placed it in a shipping container for transport to Turbomecca for further testing.

On October 16, 2003, Turbomeca technicians examined the engine at their facilities in Grand Prairie, Texas, under the supervision of the Safety Board. They observed that a few of the compressor blades had tiny nicks and gouges on them from possible foreign object inhalation. The freewheel shaft was bent, and needed to be removed from the engine assembly to facilitate an engine test run. They ran the engine in the test cell for about 10 minutes. The engine maintained power at multiple settings, including idle power, 100 percent power, and 130 percent power. They performed no further tests on the engine. They resealed the engine in the shipping crate for return to the owner.

ADDITIONAL INFORMATION

Section 3 of the flight manual describes emergency procedures.

Paragraph 2 describes procedures for an autorotation landing. It said to resume a level attitude before touchdown, and cancel any sideslip tendency.

The National Transportation Safety Board investigator released the wreckage to the owner's representative.

NTSB Probable Cause

the pilot's failure to follow the published electrical system emergency procedures for a hot battery, and his misjudged landing flare during the terminal phase of the autorotation maneuver at low level.