Schweizer S269C, Registration I-GUAN
On 27 May 2002 at 07:30 UTC, a Schweizer S269C helicopter operated by Elisystem s.r.l. was conducting aerial spraying for mosquito larvae control in rice paddies near Caresana (VC). While in translational flight at about 6 meters above ground, the pilot felt strong vibrations from the tail rotor. As a precaution, he performed a precautionary landing outside the airfield. After landing, inspection revealed a rupture of the tip cap on one of the tail rotor blades. The pilot, the sole occupant, was uninjured. The helicopter sustained damage to one tail rotor blade.
Investigation of the tail rotor blade indicated that the tip cap failure was probably due to detachment of resin flashings from the basal tip attachment during operation, which were then thrown by centrifugal force toward the blade tip, causing the cap to rupture. Additionally, cracking and partial detachment of paint along the trailing edge and partial laminate failure suggested the blade had undergone strong elastic deformation, likely from an impact. Whether the impact occurred before or after the resin detachment could not be determined.
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The probable cause was attributed to a technical factor, probably due to a strong stress.
Canadair CL-415, Registration I-DPCG
On 14 August 2004 at approximately 14:00 UTC, a Canadair CL-215-6B11 (CL-415) operated by Sorem s.r.l. was engaged in a forest firefighting mission in the Pedru area, with water scooping in the sea off San Teodoro (SS). After the fourth scoop, during approach to the fire, the crew noticed a change in noise from the rear of the aircraft. They performed instrument and visual checks of the internal and external structure from their cockpit positions, finding no anomalies, and continued the mission. After water release on the fire, the co-pilot conducted a more thorough inspection and found the right emergency door missing. The mission was aborted, and the aircraft landed without further incident. The door was likely lost at sea and not recovered. No injuries or damage to other parts occurred.
Technical checks by the operator after the event included inspections of the affected aircraft and a one-time fleet-wide check of the door release mechanism; no anomalies were found. The operator’s flight safety unit analyzed the event and briefed personnel.
The right emergency door is held in place by lower metal fingers engaging a slot and upper pins connected to release handles. The mechanism is designed to prevent inadvertent operation; the internal handle has a metal guard. The source does not state a probable cause for this incident.