Loss of Control After Powerbank Jams Collective (Executive Helicopters Airbus EC155B1 EI-XHI, Shannon)
On 15 September 2022, Airbus EC155B1 EI-XHI of Executive Helicopters was hover taxying on arrival at Shannon airport, when it suffered loss of control. The helicopter suffered substantial damage but no one was injured.
Executive Helicopters Airbus EC155B1 EI-XHI After the LOC Occurrence at Shannon (Credit: AAIU)
The Irish Air Accident Investigation Unit (AAIU) issued their safety investigation report on 11 November 2025.
The Accident Flight
The helicopter was positioning from Kylebrack helipad to Shannon. The pilot was the sole occupant and had 12,591 hours total experience and 1,096 on type.
The helicopter was flying at a ground speed of c 74 knots as it joined D1 taxiway towards the Light Aircraft Parking (LAP) area.
The AAIU note that at the time…
…cargo aircraft were being loaded and unloaded on the central apron and east apron areas adjacent to the LAP.
On approaching the exit to the LAP area, now at c 43 knots…
…the Pilot increased the helicopter’s pitch angle and then attempted to flare the helicopter in order to enter a hover.
The Pilot stated that despite a number of attempts, the collective pitch lever “…would only move up one to two inches from the full down position” that it had been in during the approach to the LAP.
The helicopter lost altitude and impacted the taxiway with considerable horizontal and vertical acceleration.
The impact damaged the left main undercarriage, sheared the torque link of the nose landing gear and caused significant structural damage to the helicopter.
Witness confirmed the impact was “nose heavy”. Impact marks on the taxiway indicate that the nose wheels impacted the ground to the left of the taxiway centreline, 31 m before the entrance to the LAP area. The impact was sufficient to activate the g-switch of the Emergency Locator Transmitter (ELT). The Multi-Purpose Flight Recorder (MPFR) also stopped recording. Its g-switch was set to 6 g.
The residual forward momentum…resulted in the helicopter transiting along the taxiway towards the central and east apron areas of the airport following impact.
The helicopter remained upright as it continued to travel along the ground towards ground personnel and cargo trailers that were located on the parking stand side of the ATC boundary line at Stand 24/24A in preparation for the pending arrival of an inbound cargo aircraft
Seeing the approaching helicopter ground personnel wisely took what AAIU coyly call “evasive action”!
The pilot struggled to slow the aircraft and was cognisant of the risk of an aircraft roll over, steering the helicopter to the left with differential braking to avoid a collision.
The helicopter travelled along the taxiway and crossed the ATC boundary line adjacent to parking Stand 24/24A before it turned to the left towards the east apron area, where it came to rest.
The nose landing gear torque link was found fractured.
Executive Helicopters Airbus EC155B1 EI-XHI Fractured NLG Torque Link (Credit: AAIU)
The fractured torque link had worn flat scraped along the concrete surface.
There was significant structural disruption of the fuselage evident in the nose-to-cabin attachment area.
The plot was sat on B/E Aerospace Fischer 230/260 H110 type / 9606 model crashworthy seat with a 5 point harness and was uninjured.
The Safety Investigation
Following shutdown of the helicopter, the Pilot identified that the collective pitch lever had been restricted from its full motion of travel by the portable power bank unit which he had placed on the avionics centre console prior to take-off.
Executive Helicopters Airbus EC155B1 EI-XHI Collective Obstructed by Powerbank (Credit: AAIU)
The power bank measured 185 mm (l) x 125 mm (w) x 20 mm (d), weighed 622 g, and had a smooth aluminium alloy case. The dimensions…were such that it slipped easily into the gap between the collective pitch lever friction lock adjuster sleeve and the centre console housing.
Witness marks (crushing) on the edge of the power bank, as highlighted by the red oval [above] aligned with the friction lock adjuster sleeve and confirmed the general obstruction position.
The investigators comment that there is a “safety risk”…
…when helicopters travel along taxiways at significant speeds, when in close proximity to aircraft stands and at parking areas.
During the investigation:
A review of Part 3 – Aerodromes, of the Irish Aeronautical Information Publication identified that Section AD 2.16: Helicopter Landing Areas, is annotated as ‘NIL’ for the majority of locations, including EINN.
The IAA advised the Investigation that in order to address any potential ambiguity regarding Helicopter Landing Areas at Irish Aerodromes, they are drafting guidance to all aerodrome operators recommending the inclusion of clarifying notes in their AIP entries.
The AAIU also discuss the difficultly analysing the MPFR data due to incorrect and incomplete documentation for the modification (now addressed by AMC 29.1459 at Amendment 9, issued 14 June 2021).
Previous Occurrences of Loose Articles in Helicopters
AAIU noted that:
The obstruction of helicopter flight controls due to loose items in the cockpit moving in flight and, unknowingly to the flight crew, becoming jammed in cockpit flight controls has been identified in a number of occurrence investigation reports.
AAIU had previously reported on an Airbus EC120 accident to G-BZIU on 20 September 2000:
The incident was caused by a loose article in the cockpit, a mobile phone, sliding along the cockpit floor, and falling off the edge of the floor into the underfloor area and jamming the yaw control horn.
The investigators note a US fatal accident on 21 July 2022 involving a ROTAK Helicopter Services firefighting CH-47D N388RA. The NTSB determined the probable cause of that accident to be:
The failure of the flight crew to properly secure a company-issued iPad, leading to its
migration into and jamming of the copilot’s left pedal, preventing the pilot from arresting
a left yaw, and resulting in a loss of control.NTSB investigators were able to align gouge marks on the accident flight crew’s iPad with a sharp, vertical metal piece of the co-pilot’s heel slide support assembly (Credit: NTSB)
In July 2023, Aerossurance Director Andy Evans was interviewed on the CH-47D accident by Elan Head for Vertical magazine:
While operators are generally required to conduct risk assessments before adopting [Electronic Flight Bags] EFBs, there is often not an explicit requirement to consider the risk of the EFB as a loose object. Hopefully this accident will prompt operators to have a long hard look at all possible loose articles in cockpits and robustly securing valuable tools and sources of situational awareness like EFBs.
The NTSB has issued Safety Alert SA-02611 All Secure, All Clear, which focuses on “forgotten and unsecured items within an aircraft” that can lead to accidents or incidents as they move during flight.
In 2014 Aerossurance first reported on an incident on 9 February 2014 with Royal Air Force (RAF) A330 Voyager ZZ333, was involved in an incident during a flight from Afghanistan. A camera had been placed such that moving the pilot’s seat forward pushed the side stick controller, leading to the aircraft suddenly pitching nose down. Within 27 seconds, the aircraft lost 4,400ft, with a maximum rate-of-descent of approximately 15,000ft per minute, before recovering.
AAIU comment that:
The consequences may vary from a recoverable incident to a fatal accident. Securing items in the cockpit prior to and during a flight is essential in order to militate against inadvertent jamming and restriction of flight controls which may only become apparent during a critical phase of flight.
AAIU Probable Cause
Loss of control in flight during transition from forward flight to hover due to the collective
pitch lever movement being restricted by a loose article.
AAIU Contributory Cause
Carriage of an unsecured item in the cockpit.
Safety Recommendations
AAIU raised three safety recommendations:
- To Shannon Airport Authority on “augmenting the existing infrastructure for helicopter
operations at Shannon Airport”. - To IAA to “conduct a review of infrastructure and procedures for helicopter operations at certified/licensed aerodromes in Ireland”.
- To EASA “review of TC/STC FDR system approvals issued since 2009 that predate for
compliance with CS 29…Amdt. 9″.
Safety Resources
The European Safety Promotion Network Rotorcraft (ESPN-R) has a helicopter safety discussion group on LinkedIn. You may also find these Aerossurance articles of interest:
EC120 Forgotten Walkaround
Fire Extinguisher Cover Fenestron FOD
Alaskan AS350 CFIT With Unrestrained Cargo in Cabin
Loose Clothing Downs Marijuana Survey Helicopter
Tool Bag Takes Out Tail Rotor: Fatal AS350B2 Accident, Tweed, ON
Windward’s Wayward Rain Pants Down an H500: Loose Article Hazards
Passenger Struck by Tail Rotor While Unloading at a Hunting Camp
Flying Control FOD: Screwdriver Found in C208 Controls
CHC Sikorsky S-92A Seat Slide Surprise(s)
EC155 / Light Aircraft Mid Air Collision: All Survive
James Reason’s 12 Principles of Error Management
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