What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
At 11:45 am inspectors arrived at strong hospital main desk and was directed to the emergency room. From there, an escort was given to the helo pad by hospital personnel. During a walk around of the helicopter, the only visible damage was noted on all four main rotor blades at approximately the first third of the blade span. The damage was apparent as strike marks from an impact on the leading edge of the blade, continuing on to the underside. The marks varied slightly between the blades, with the most severe damage being approximately two inches wide with a length of 8 to 10 inches. The damage appeared to be less severe on the remaining three blades.
The upper cable cutter exhibited damage to the cable guide tip, bending it severely to the aircraft?s left side nearly 45 degrees with noticeable abrasion damage to the guide tip itself. The position of the upper cable cutter was in alignment with the strike damage on the blades, and it was apparent that the cable cutter contacted the main rotor blades at some point.
The remainder of the walk around revealed not further damage to the helicopter. A closed circuit security video was obtained from the strong hospital security chief. Inspection of the video showed no remarkable event which might have caused the contact between the rotor blades and the cutter guide. The helicopter started normally and sat on the pad during the pre-departure checks. It never left the pad when the engine was shut down, and the crew exited the aircraft. The pilot was seen looking up at the blades and the cable cutter.
After an inspection by the FAA, the helicopter was removed by crane and taken by flatbed truck back to privacy data omitted hangar in canandaigua. An inspection of the rigging was performed by an Airbus field representative and found to be within limits. Further inspection revealed no cause for the main rotor blades to contact the cable cutter guide. The reason for the accident is assumed to be pilot mismanagement of the cyclic control.
As the FAA filed it
AT 11:45 AM INSPECTORS ARRIVED AT STRONG HOSPITAL MAIN DESK AND WAS DIRECTED TO THE EMERGENCY ROOM. FROM THERE, AN ESCORT WAS GIVEN TO THE HELO PAD BY HOSPITAL PERSONNEL. DURING A WALK AROUND OF THE HELICOPTER, THE ONLY VISIBLE DAMAGE WAS NOTED ON ALL FOUR MAIN ROTOR BLADES AT APPROXIMATELY THE FIRST THIRD OF THE BLADE SPAN. THE DAMAGE WAS APPARENT AS STRIKE MARKS FROM AN IMPACT ON THE LEADING EDGE OF THE BLADE, CONTINUING ON TO THE UNDERSIDE. THE MARKS VARIED SLIGHTLY BETWEEN THE BLADES, WITH THE MOST SEVERE DAMAGE BEING APPROXIMATELY TWO INCHES WIDE WITH A LENGTH OF 8 TO 10 INCHES. THE DAMAGE APPEARED TO BE LESS SEVERE ON THE REMAINING THREE BLADES.
THE UPPER CABLE CUTTER EXHIBITED DAMAGE TO THE CABLE GUIDE TIP, BENDING IT SEVERELY TO THE AIRCRAFT?S LEFT SIDE NEARLY 45 DEGREES WITH NOTICEABLE ABRASION DAMAGE TO THE GUIDE TIP ITSELF. THE POSITION OF THE UPPER CABLE CUTTER WAS IN ALIGNMENT WITH THE STRIKE DAMAGE ON THE BLADES, AND IT WAS APPARENT THAT THE CABLE CUTTER CONTACTED THE MAIN ROTOR BLADES AT SOME POINT.
THE REMAINDER OF THE WALK AROUND REVEALED NOT FURTHER DAMAGE TO THE HELICOPTER. A CLOSED CIRCUIT SECURITY VIDEO WAS OBTAINED FROM THE STRONG HOSPITAL SECURITY CHIEF. INSPECTION OF THE VIDEO SHOWED NO REMARKABLE EVENT WHICH MIGHT HAVE CAUSED THE CONTACT BETWEEN THE ROTOR BLADES AND THE CUTTER GUIDE. THE HELICOPTER STARTED NORMALLY AND SAT ON THE PAD DURING THE PRE-DEPARTURE CHECKS. IT NEVER LEFT THE PAD WHEN THE ENGINE WAS SHUT DOWN, AND THE CREW EXITED THE AIRCRAFT. THE PILOT WAS SEEN LOOKING UP AT THE BLADES AND THE CABLE CUTTER.
AFTER AN INSPECTION BY THE FAA, THE HELICOPTER WAS REMOVED BY CRANE AND TAKEN BY FLATBED TRUCK BACK TO ^PRIVACY DATA OMITTED^ HANGAR IN CANANDAIGUA. AN INSPECTION OF THE RIGGING WAS PERFORMED BY AN AIRBUS FIELD REPRESENTATIVE AND FOUND TO BE WITHIN LIMITS. FURTHER INSPECTION REVEALED NO CAUSE FOR THE MAIN ROTOR BLADES TO CONTACT THE CABLE CUTTER GUIDE. THE REASON FOR THE ACCIDENT IS ASSUMED TO BE PILOT MISMANAGEMENT OF THE CYCLIC CONTROL.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.