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History of Flight

Initial climb

Loss of engine power (partial) (Defining event)

Landing-flare/touchdown

Hard landing

HISTORY OF FLIGHT

On November 12, 2010, at 0748 Pacific standard time, a Eurocopter AS350B2, N1231A, experienced a loss of engine power shortly after departure from Whiteman Field, Pacoima, California. During the subsequent forced autorotation, the helicopter experienced a hard landing, and the tail boom separated. Tiny Bubbles Aviation, Inc., was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot and one passenger were not injured. The helicopter sustained substantial damage to the airframe. The local electronic news gathering (ENG) flight was departing at the time in visual meteorological conditions. No flight plan had been filed.

The pilot stated that the helicopter lifted off from taxiway Alpha, and was parallel to runway 12. A climb was established, and all systems were in the normal operating range. The pilot proceeded on a right downwind departure, and planned to exit the airport area on a 45-degree angle. During the turn from the upwind to the downwind leg, he noticed a slight and momentary upward change in the sound of the engine revolutions per minute (rpm). The turn to downwind leg was normal, and remained so until he was abeam midfield and preparing for the left 45-degree departure. The pilot noted a second and much more pronounced rise in engine rpm, and thought that the engine might overspeed, so he began to lift the collective up to arrest the rpm rise, and prepare for a possible emergency governor operation.

The pilot stated that in less than a second, the engine speed sound reversed from a high sound to a rapid rpm decrease. He immediately lowered the collective to the full-down position, adjusted the cyclic to establish a 60- to 65-knot attitude, and looked forward for a suitable landing area. The helicopter was in a stable, steady-state autorotation, but there was no area directly ahead for an emergency landing without causing an extreme hazard to homes and people on the ground. He turned the helicopter 90 degrees toward the airport, which was the only open area that he thought he could possibly reach. Upon rollout, he realized that at the current airspeed and rate of descent, the helicopter would not clear the 40-foot powerlines on the airport boundary.

The pilot stated that he smoothly and firmly lowered the nose to an approximate 90-knot attitude. About 1 second later, he raised the collective lever, which increased the rotor pitch and extended the glide. After 3 to 4 seconds, it became apparent that the helicopter was going to clear the obstructions, and get to the airport property. At this time, he noted that the yellow GEN light was illuminated on the annunciator panel.

The pilot determined that the airspeed and rate of descent were unacceptably high to perform a safe touchdown, and the helicopter was positioned 90 degrees to the runway centerline, and heading toward