CHI97LA140

The pilot said that he was delivering the passenger and his associate to their company's corporate ramp. 'I landed, taxied in, shut down the engines, and had applied the rotor brake. My passengers were deplaning from the right side of the helicopter with the help of line personnel.' The passenger 'walked forward of the helicopter and turned left into the tip path plane of the rotor system. The passenger was struck in the left temple by a main rotor blade.' The condition of the ramp was good. The static flex clearance of the helicopter blade was determined to decrease at increased wind velocities. The surface winds at 0756 est were reported as 040 at 14 gusting to 21 knots.

On May 21, 1997, at 0755 eastern standard time (est), a single passenger was fatally injured by a main rotor blade while deplaning an Aerospatiale, AS-365-N2, Dauphin helicopter, N653CN, operated by a commercial pilot, during post-flight, shutdown procedures. Visual meteorological conditions prevailed at the time of the accident. The executive/corporate flight was being operated under 14 CFR Part 91. A flight plan was not on file. There were no injuries to the pilot on board, or the crewmember and other passenger who had also deplaned. The flight originated at Carmel, Indiana, at 0744 est.

In his written statement, the pilot said that he was delivering the passenger and his associate to their company's corporate ramp at the Indianapolis International Airport, Indianapolis, Indiana. There the passenger and his associate were to transfer to one of the company's corporate jets. "I landed, taxied in, shut down the engines, and had applied the rotor brake. My passengers were deplaning from the right side of the helicopter with the help of line personnel." The passenger "walked forward of the helicopter and turned left into the tip path plane of the rotor system. The passenger was struck in the left temple by a main rotor blade."

The pilot of the corporate jet waiting to receive the passenger and his associate observed the passenger "walk straight ahead towards the front of the helicopter and then turn towards the hanger," which was on the opposite side of the helicopter. "A rotor blade struck the passenger at the approximate tip position of the rotor pattern. The passenger was walking in a casual manner and did not appear to be in a hurry."

The Federal Aviation Administration (FAA) inspector who examined the helicopter at the scene found no anomalies with the helicopter's flight controls, engines, engine controls, transmission or rotor system. Examination of the helicopter's landing gear to include tire inflation and proper strut extension revealed no anomalies. The condition of the ramp was good. The FAA inspector examined the height clearance of the rotor blades under static conditions. The 6-foot, 4-inch tall inspector stated that the blade cleared the top of his head by approximately 12 inches. However, when the wind velocity increased, the blade flexed to within approximately 8 inches of his head. The passenger was reported to be 6-feet, 4 and 1/2 inches tall.

The flight observer on the helicopter stated that the winds at touchdown were reported as 030 degrees at 9 knots. The company's Vice President of Aviation stated that the helicopter was oriented on a 040-degree heading at the time of the accident.

The National Weather Service at Indianapolis International Airport, Indiana, at 0756 est reported surface winds 040 at 14 gusting to 21 knots.

Representatives for American Eurocopter Corporation stated that determining how low the helicopter's blades will flap is a function of the flexibility of the carbon fiber blades, the starflex composite rotor and it's components, and is difficult to determine while the helicopter is operating. "Added to this will be rotor rpm and wind direction, velocity and gust." However, under static conditions, flexing of the blade tips to within 6 feet of the ground is possible without causing damage to the blades, the rotor or the rotor components.