History of Flight
On April 9, 2010, about 0124 Pacific daylight time, a Bell 222U, registration N222UT, operated by California Shock Trauma Air Rescue (CALSTAR) was substantially damaged while standing with its engines running in preparation for takeoff from the company's EMS base at Santa Maria Public Airport (SMX), Santa Maria, California. The airline transport certificated pilot and two flight nurses were not injured. The positioning flight was conducted under 14 CFR Part 91 in visual meteorological conditions at night. A company flight plan had been filed, and the flight was originating at the time of the incident.
CALSTAR personnel reported that before the pilot's 0110 duty call, one tail rotor blade had been tied down to the tail boom with a strap. The pilot was responsible for preflight inspection. After engine start, as the tail rotor blades began rotating, the tie-down strap broke.
Unaware of the mishap, the pilot departed SMX and flew to Marian Medical Center Heliport (1CL8) in Santa Maria, landing about 0131. Just before the pilot's 0242 departure for an EMS flight with a patient and passenger, a flight nurse standing outside observed material attached to the tail rotor area and brought it to the pilot's attention. The pilot shut down the engine and examined the helicopter. Nylon rotor blade tie-down webbing was found wrapped around the tail rotor drive shaft. The pilot and nurse removed the webbing, and the pilot inspected the helicopter. Believing it undamaged, the pilot, along with the crew, patient, and family, departed 1CL8 under Part 135 to a medical facility in Madera, California, landing about 0346.
Thereafter, with better illumination, the pilot performed a more detailed inspection and observed damage to one tail rotor blade and other anomalies. The pilot notified CALSTAR management, and the helicopter was immediately taken out of service for repairs.
Helicopter Damage
CALSTAR's director of maintenance assessed damage to the flight control system components and determined the helicopter was not airworthy. Damage included scratches and indentations (voids) in the skin of one tail rotor blade. An examination of the two pitch change links revealed their four spherical bearings were seized and the links were bent, with visually apparent deformation. Per Bell Helicopter guidance, damage to the composite rotor blade and pitch change links was significant and not repairable; these components were discarded. No further examination was performed.
Additional Information
Evidence of Damage
According to CALSTAR's Director of Operations, the helicopter last flew on April 7, 2010, piloted by someone other than the accident pilot. That pilot reported no flight anomalies or damage. Also, just before the accident flight, CALSTAR maintenance personnel performed a routine daily inspection and observed no damage.
Fitness for Duty
The pilot's work schedule was reviewed. On April 5, the pilot worked a daytime shift from 0730 to 1930. He was off work on April 6 and 7 due to back pain. He went to bed at midnight on April 7, awoke at 0800 on April 8, had a chiropractor adjustment at 0930, and felt fit for duty. He stayed awake the remainder of the day and reported for work at 1930 for a nighttime shift. Upon arrival, he noted one main rotor blade and the tail rotor were tied down. He retired at 2300, slept for about 2 hours, and was awakened at 0110 for the flight duty call.
The pilot proceeded to the helicopter, placed his helmet on the seat, and performed a walk-around inspection in a very dark area with little illumination, using a flashlight and light from a nearby trailer. He observed a flight nurse go to the opposite side of the helicopter and assumed the nurse had untied the tail rotor tie-down strap. The flight nurse was not a pilot. The pilot untied the main rotor blade.
Pilot Responsibilities
CALSTAR's Director of Operations reported that due to prevailing wind conditions at SMX, one tail rotor blade was secured with a strap. It was the pilot's responsibility to ensure the rotor blades were no longer tied down during the preflight walk-around. CALSTAR's Policy & Procedures directive, dated February 16, 2007, states that "all flight crewmembers are expected to arrive for duty in a well rested condition."