BigMike
9th Sep 2023, 00:17
From PNG Accident Investigation Commission (AIC): https://aic.gov.pg/investigation/834
"Loss of Tail Rotor Thrust – Inflight
Occurrence Details
On 18 February 2023, at about 11:40 local time (01:40 UTC1), a Bell 407 helicopter, registered P2-HSM, owned and operated by Heli-Solutions, was conducting a single pilot VFR2 passenger charter flight from Epopi Village to Wapenamanda Airport in Enga Province, when the helicopter experienced a complete loss of tail rotor thrust inflight resulting in an emergency landing about 3.5 nautical miles (NM) Northwest of Wapenamanda Airport.
https://cimg8.ibsrv.net/gimg/pprune.org-vbulletin/1637x880/1_f66b328b9613688e768a4168a86a669850916286.jpg
Figure 1: Overview of the P2-HSM accident flight and landing site
According to the Spidertracks3 recorded data, the helicopter departed from Epopi Village at 11:20, climbed to an altitude of 9,000 ft AMSL and then tracked Southeast of Epopi to Wapenamanda Airport. The pilot stated during interview with the AIC, that there was no significant weather along the route.
The pilot stated that he made an all stations radio broadcast reporting that he was 9 NM to west of Wapenamanda Airport, maintaining 9,000 ft. Following the broadcast, the pilot heard a sudden loud noise from the back of the helicopter. The pilot stated that he suspected it had emanated from the tail rotor. About 30 seconds later, he heard another loud bang from the back followed by severe vibration. The helicopter subsequently began pitching down and spinning.
The pilot stated that as soon as he realized that he had lost tail rotor authority, he decided to conduct an emergency landing. The helicopter was found to be at least 1,000 ft above ground level (AGL) at the time of the tail rotor failure. He actioned the Bell Helicopter manufacturer’s Manual, Complete Loss of Tail Rotor Thrust Emergency checklist. The pilot landed the helicopter on a local garden in Kuimanda Village, about 3.5 NM Northwest of Wapenamanda Airport.
The pilot subsequently shut down the helicopter. The load master assisted the passengers to evacuate and move them away from the helicopter. The pilot subsequently called the Operator’s base in Mt Hagen to advise them of the accident.
1 The 24-hour clock, in Coordinated Universal Time (UTC), is used in this report to describe the local time as specific events occurred.
Local time in the area of the serious incident, Papua New Guinea Time (Pacific/Port Moresby) is UTC + 10 hours.
2 Visual Flight Rules: Those rules as prescribed by national authority for visual flight, with corresponding relaxed requirements for flight instruments (Source: The Cambridge Aerospace Dictionary)
3 A satellite tracking device for aircraft. This enables the aircraft’s position to be monitored from an internet connected device. It includes an ‘SOS’ button, which can be manually activated by the crew in an emergency.
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/955x457/2_ef8ac6bf45c7fce34613bf7fe842800e63b25934.jpg
Figure 2: Overview of P2-HSM flight path from 9nm to the Landing site
During post-landing inspection, the pilot found that the tail rotor shaft was missing. The tail rotor shaft was later recovered by locals about 500 m from the point of landing.
No injuries were reported, however, the pilot and load master were transported to Mt. Hagen for medical attention at a Private Clinic.
Wreckage Distribution and Damages
The tail rotor shaft housing and tail rotor shaft assembly sustained significant damage.
https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/1293x426/3_7c5b8430ac6ca5ba48fd9d59ee67fcf873edaa42.jpg
Figure 3: P2-HSM wreckage distribution and the damages sustained
AIC comment
The investigation is continuing, and will include but not limited to flight operations, helicopter’s systems, performance, airworthiness and serviceability, airstrip conditions, weather and organisational aspects, to the appropriate extent.
The investigation analysis and findings will be included in the Final Report.
Safety Actions
At the time of the issue of this Preliminary report, no safety actions had been taken.
Recommendations
At the time of the issue of this Preliminary Report, no Recommendation had been made by the PNG AIC"
"Loss of Tail Rotor Thrust – Inflight
Occurrence Details
On 18 February 2023, at about 11:40 local time (01:40 UTC1), a Bell 407 helicopter, registered P2-HSM, owned and operated by Heli-Solutions, was conducting a single pilot VFR2 passenger charter flight from Epopi Village to Wapenamanda Airport in Enga Province, when the helicopter experienced a complete loss of tail rotor thrust inflight resulting in an emergency landing about 3.5 nautical miles (NM) Northwest of Wapenamanda Airport.
https://cimg8.ibsrv.net/gimg/pprune.org-vbulletin/1637x880/1_f66b328b9613688e768a4168a86a669850916286.jpg
Figure 1: Overview of the P2-HSM accident flight and landing site
According to the Spidertracks3 recorded data, the helicopter departed from Epopi Village at 11:20, climbed to an altitude of 9,000 ft AMSL and then tracked Southeast of Epopi to Wapenamanda Airport. The pilot stated during interview with the AIC, that there was no significant weather along the route.
The pilot stated that he made an all stations radio broadcast reporting that he was 9 NM to west of Wapenamanda Airport, maintaining 9,000 ft. Following the broadcast, the pilot heard a sudden loud noise from the back of the helicopter. The pilot stated that he suspected it had emanated from the tail rotor. About 30 seconds later, he heard another loud bang from the back followed by severe vibration. The helicopter subsequently began pitching down and spinning.
The pilot stated that as soon as he realized that he had lost tail rotor authority, he decided to conduct an emergency landing. The helicopter was found to be at least 1,000 ft above ground level (AGL) at the time of the tail rotor failure. He actioned the Bell Helicopter manufacturer’s Manual, Complete Loss of Tail Rotor Thrust Emergency checklist. The pilot landed the helicopter on a local garden in Kuimanda Village, about 3.5 NM Northwest of Wapenamanda Airport.
The pilot subsequently shut down the helicopter. The load master assisted the passengers to evacuate and move them away from the helicopter. The pilot subsequently called the Operator’s base in Mt Hagen to advise them of the accident.
1 The 24-hour clock, in Coordinated Universal Time (UTC), is used in this report to describe the local time as specific events occurred.
Local time in the area of the serious incident, Papua New Guinea Time (Pacific/Port Moresby) is UTC + 10 hours.
2 Visual Flight Rules: Those rules as prescribed by national authority for visual flight, with corresponding relaxed requirements for flight instruments (Source: The Cambridge Aerospace Dictionary)
3 A satellite tracking device for aircraft. This enables the aircraft’s position to be monitored from an internet connected device. It includes an ‘SOS’ button, which can be manually activated by the crew in an emergency.
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/955x457/2_ef8ac6bf45c7fce34613bf7fe842800e63b25934.jpg
Figure 2: Overview of P2-HSM flight path from 9nm to the Landing site
During post-landing inspection, the pilot found that the tail rotor shaft was missing. The tail rotor shaft was later recovered by locals about 500 m from the point of landing.
No injuries were reported, however, the pilot and load master were transported to Mt. Hagen for medical attention at a Private Clinic.
Wreckage Distribution and Damages
The tail rotor shaft housing and tail rotor shaft assembly sustained significant damage.
https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/1293x426/3_7c5b8430ac6ca5ba48fd9d59ee67fcf873edaa42.jpg
Figure 3: P2-HSM wreckage distribution and the damages sustained
AIC comment
The investigation is continuing, and will include but not limited to flight operations, helicopter’s systems, performance, airworthiness and serviceability, airstrip conditions, weather and organisational aspects, to the appropriate extent.
The investigation analysis and findings will be included in the Final Report.
Safety Actions
At the time of the issue of this Preliminary report, no safety actions had been taken.
Recommendations
At the time of the issue of this Preliminary Report, no Recommendation had been made by the PNG AIC"