History of the Flight
On 24 October 2015, a Mont-Blanc Hélicoptère MBH sightseeing flight operated by a pilot and six passengers departed from Megève altiport. The pilot had completed three earlier “Mont Blanc” sightseeing flights that morning. During the fourth takeoff, the pilot stabilized the helicopter in a hover in ground effect and initiated a left yaw rotation to align with the climb-out path. The yaw rotation continued beyond the intended heading, and the pilot lost yaw control. The helicopter turned several times on itself before impacting terrain approximately 25 meters north-northwest and below the takeoff area.
Additional Information
Examination of the Accident Site and Wreckage
The engine was providing power at impact, and the rotor struck the ground with energy. Cyclic and collective pitch controls were continuous. The fenestron tail rotor was complete, undamaged, and turned freely. Tail rotor drive shafts were intact but disconnected due to engine displacement on impact. The yaw anticipator connection was undamaged, and tail rotor pitch control was functional. No pre-existing damage was found, and tail rotor pitch travel settings conformed to factory specifications.
Technical Examinations
The Vehicle Engine Maintenance Unit (VEMD) recorded two failures and two limit violations consistent with rotor ground contact. The Helicom data recorder showed no technical issues from engine start to rotor strike. Video analysis of the accident flight and previous flights indicated similar takeoff profiles with left yaw rotations of about 120 degrees. In the accident flight, the rotation continued past 120 degrees and accelerated. Modeling estimated the yaw rate. The pilot lowered the collective pitch eight to ten seconds after takeoff based on recorded data.
Fenestron Implementation
The EC130 features a fenestron shrouded tail rotor. Full right rudder pedal travel has greater effect in hover compared to conventional tail rotors. To counteract a fast left yaw rotation, a sharp and sustained right rudder input is necessary.
Pilot Testimony
The pilot reported good weather with no wind. Before the fourth flight, he adjusted the foot-to-rudder pedal distance for full travel. After a quarter turn, the left yaw rate suddenly increased. He felt centrifuged by harness straps, applied hard right pedal and right cyclic, but the yaw rate did not decrease. He lowered collective to land, avoiding trees. He had flown three previous flights totaling 1 hour 48 minutes on type that morning.
Pilot Experience and Qualifications
The pilot held a CPL(H) with 300 total hours, including 74 on AS350 and 9.5 on EC130; remaining time on Robinson R22/R44. He flew 8 hours 22 minutes in the prior three months (7 hours 28 minutes on type). His AS350/EC130 type rating was renewed the day before on an AS350.
Meteorological Conditions
Estimated conditions at the site: south wind 5-10 kt with potential 18 kt gusts, partly cloudy, visibility >10 km, temperature 15 °C. The pilot reported no wind at the altiport, confirmed by a windsock photograph.
Cabin Equipment and Occupant Survival
The pilot sat left seat; right-seat controls were removed to prevent passenger interference. Occupants used four-point harnesses, which likely limited injuries. The pilot, not wearing a helmet, sustained head and hand injuries but remained lucid to shut off electrical power, pull the fuel shut-off lever, and assist passenger evacuation. Witnesses from a skydiving club helped evacuate and applied an extinguisher to the turbine.
Probable Cause
Not provided by the source.