History of Flight
On May 18, 2014, about 1600 mountain standard time, a Eurocopter AS350B3E, registration N840PA, rolled over after landing at the Ramada landing site at the bottom of the Grand Canyon near Grand Canyon West Airport (1G4), Peach Springs, Arizona. The helicopter was operated by Papillon Airways Inc., doing business as Grand Canyon Helicopters, under 14 CFR Part 91 as a local repositioning flight. The commercial pilot, who also held a flight instructor certificate, was fatally injured; the helicopter sustained substantial damage. The flight departed 1G4 about 1555. Visual meteorological conditions prevailed, and a company flight plan had been filed.
Witnesses reported that the pilot announced over the radio his intention to land and perform a "fluid level check." After landing, the pilot exited the running helicopter. The helicopter then became airborne, impacted the ground, and rolled over. The pilot was struck by one or more main rotor blades and was fatally injured. Examination of the airframe and engine systems revealed no abnormalities.
Cockpit Image and Data Recorder
The helicopter was equipped with an Appareo Vision 1000 cockpit imaging and flight data monitoring device, which recorded the accident flight. The recording showed the pilot landing at 1G4, then flying to the landing zone near the Colorado River. After touchdown, the pilot removed his hand from the cyclic, tightened the friction, removed his foot from the tail rotor pedal, and released his shoulder harness. He switched the HORN switch off, reduced the engine to ground idle, then switched the HORN switch on. He removed his headset, inserted earplugs, and exited the camera's view. The helicopter began buffeting, then pitched nose down, rolled right, and yawed left. Rotor blade contact with the ground was heard.
Engine Data Recorder
The Engine Data Recorder confirmed the pilot's actions: after landing, the twist grip mode transitioned from Flight to Idle, then briefly to Acceleration and back to Flight. Collective position increased. About 15:58:01, rotor RPM declined sharply, then dropped to zero.
Wreckage and Impact
The main wreckage was found at 35°59.717'N, 113°46.914'W, elevation 1,288 feet msl, about 380 feet west of the Colorado River, resting on its right side on the landing pad. Both main cabin doors were open. No pre-mishap anomalies were noted with the airframe, power plant, or flight control systems. The fuel tank was not compromised.
Personnel Information
The 26-year-old pilot held a commercial pilot certificate with rotorcraft and instrument ratings, and a flight instructor certificate with rotorcraft and instrument ratings. He held a first-class medical certificate issued June 12, 2013, with no limitations. He had 2,125.3 total flight hours, 195.3 in the last 90 days, 79.6 in the last 30, and an estimated 142.5 hours in the AS350. He completed a FAR 135 proficiency check on April 17, 2014.
Aircraft Information
The helicopter, serial number 7718, had 102.8 hours total airframe time at the accident, with 97.1 hours at the start of the day. The pilot flew 5.7 hours that day. The helicopter was first registered by the operator in January 2014.
Medical and Pathological Information
An autopsy determined the cause of death as multiple injuries due to the accident. Toxicological testing found no carbon monoxide, volatiles, or tested drugs. Cyanide testing was not performed.
Company Procedures and Culture
Review of witness statements revealed a pilot culture where "fluid checks" were used as code to relieve themselves without shutting down the engine. Pilots typically left the helicopter running at ground idle. The investigation was unable to determine why the accident pilot kept the helicopter at flight idle. The company SOP required the twist-grip to remain in the Flight position at all times and stated that the pilot-in-command must remain at the controls until rotors stop, with exceptions for pilot swaps and control holds. Following the accident, Airbus reissued a Safety Information Notice emphasizing that leaving a helicopter operating without a qualified pilot at the controls can be dangerous.