History of Flight
On October 16, 2008, about 0815 eastern daylight time, a Sikorsky S-76C, registration N552J, operated by Bristol-Myers Squibb Company, made a hard landing at West 30th Street Heliport (JRA), New York, New York. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the Part 91 executive/corporate flight from Tweed-New Haven Airport (HVN), New Haven, Connecticut, to JRA. The helicopter sustained substantial damage, and no injuries were reported among the certificated airline transport pilot, co-pilot, or four passengers. The flight departed HVN at approximately 0715.
The pilot reported that the co-pilot was flying the helicopter. After approaching the "south finger" at JRA, the helicopter was brought to a 5-foot hover facing east, then executed a 90-degree left pedal turn for spot 2. Upon completing the turn, the pilot felt a vibration. No abnormal instrument indications were observed. The vibration intensified, and the helicopter yawed left an additional 10 to 20 degrees. The pilot assisted the co-pilot in lowering the collective control, and the left main landing gear collapsed upon touchdown. The pilot retarded the throttles to idle, then to off, and applied the main rotor brake.
The co-pilot stated that the wind was reported from 110 degrees at 7 knots, and she approached the heliport into the wind. While hover taxiing toward spot 2, she began a right turn "into the wind" when a medium vibration was felt in the anti-torque pedals. Despite applying full right pedal, the nose continued to the left. She immediately lowered the collective and landed.
Readout of the cockpit voice recorder (CVR) revealed discussions of the approach and checklist compliance. The pilot announced visual flight rules (VFR) conditions at 1,200 feet, and the IFR clearance was canceled. The CVR recorded air traffic control terminating radar service at about 0811. The co-pilot stated she disconnected the autopilot and would hand-fly. At 0812:52, the flight was on approach to spot H2. At 0814:43, the co-pilot commented on wind; nine seconds later she advised "tail coming your way." About four seconds after that, she stated the wind was picking up, with the pilot concurring. The next sound was a 0.6-second jackhammer-like noise immediately before the recording ended.
Personnel Information
The pilot, age 46, held commercial and airline transport pilot certificates with a rotorcraft helicopter rating. He also held a commercial certificate with airplane single-engine land and instrument airplane ratings. A first-class medical was issued on October 1, 2008, with corrective lens limitation. He reported 7,343 total rotorcraft hours, including 4,470 in the accident make/model. As pilot-in-command, he had 4,271 hours total, 2,235 in the accident type. His last flight review was in an S76C simulator on July 31, 2008.
The co-pilot (pilot flying), age 42, held airline transport, commercial, and flight instructor certificates. Her airline transport certificate included airplane multi-engine land and rotorcraft helicopter ratings. She reported 1,498 total rotorcraft hours, 492 in the accident type. As PIC, she had 1,448 hours total, 22 in the accident type. Her last flight review was in an S76C simulator on August 2, 2008.
Aircraft Information
The helicopter was a 2001 Sikorsky S-76C, serial number 760518, powered by two Turbomeca Arriel 2S1 engines. It was maintained per the manufacturer's inspection program; the last 100-hour inspection was on September 11, 2008. Total time at the accident was approximately 4,506 hours.
Meteorological Information
A surface observation at La Guardia Airport (about 6.3 nautical miles from the heliport) at 0751 reported wind from 200 degrees at 5 knots, visibility 5 statute miles with mist, few clouds at 700 feet, scattered at 8,500 feet, broken at 12,000 feet. Temperature 18°C, dew point 16°C, altimeter 29.95 inches.
Heliport and Wreckage Information
West 30th Street Heliport is a public-use facility with 11 marked spots (H1–H11) on a northeast/southwest line. Spots H1, H2, and H4 were designated for S-76 operations. Postaccident examination revealed damage to a cap covering a 4- to 6-inch diameter pole supporting an approximately 12-foot tall perimeter fence between spots H1 and H2; the damaged cap was 141 inches above ground. A solid yellow line painted through spots H1 and H2 was located 10 feet 8 inches west of the east edge of the spots and 29 feet 8 inches from the fence. Spot H2 lacked a shoulder line as depicted in Advisory Circular 150/5390-2B.
Examination of the helicopter showed all four tail rotor blades had approximately 4 to 6 inches of blade tip separation. The tail rotor gearbox output housing was fractured at the mounting flange. The tail-cone vertical pylon had compression wrinkles on the right side, and the left horizontal stabilizer had trailing edge damage. The left main landing gear attachment fitting was broken, and the gear was collapsed forward. Operational testing of the pedal damper trim actuator showed smooth pedal movement and passed diagnostic tests. The digital flight control system autopilots remained engaged with no major faults. Components (DFCS computers, yaw SAS actuators, tail rotor gearbox, tail rotor servo) showed no evidence of preimpact failure or malfunction.
Video from camera No. 3 recorded part of the approach but not the tail rotor collision with the fence. The video showed the helicopter approaching from the Hudson River, hover taxiing over spot H1, then moving toward spot H2. The helicopter turned left and was flown west of the yellow line, with the main rotor centerline on or slightly west of the line. While facing northwest near spot H2, it yawed right and came to rest facing northeast nearly on the yellow line.
The measured distance from the yellow line to the fence was 29 feet 8 inches. The distance from the main rotor centerline to the aft point of the tail rotor blade path is 30 feet 6 inches. Advisory Circular 150/5390-2B defines ground and hover taxiways and recommends a minimum 10-foot clearance between the tail rotor arc and objects for ground taxi. A shoulder line, when marked, should position the main rotor within a 1.0 rotor diameter parking circle for the largest helicopter using the spot.
According to the Rotorcraft Flying Handbook, approaches should be made to a predetermined landing spot considering obstacles and conditions. For rearward hovering, ground personnel are recommended due to limited visibility.
Flight Recorders
The cockpit voice recorder was retained for readout. It began recording at approximately 0745 and continued until the accident time, about 0815.