Saturday, February 2, 2019

Hughes 269B, N269BS: Accident occurred September 22, 2016 in Ozark, Dale County, Alabama

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Vestavia Hills, Alabama

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms


http://registry.faa.gov/N269BS

Location: Ozark, AL
Accident Number: ERA16LA326
Date & Time: 09/22/2016, 1630 CDT
Registration: N269BS
Aircraft: HUGHES 269B
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Instructional 

On September 22, 2016, at 1630 central daylight time, a Hughes 269B helicopter, N269BS, was substantially damaged during a forced landing following a loss of engine power near Ozark, Alabama. The flight instructor and student pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The flight instructor and the student pilot each provided written statements, and their accounts of the accident were consistent throughout. According to the flight instructor, the helicopter was in cruise flight at 75 mph and 800 feet mean sea level (msl) when he announced "simulated engine failure" and reduced the throttle and collective controls.

The student pilot responded to the simulated emergency, and adjusted the flight controls in order to establish an autorotation at 60 mph. He said that a cross-check of the instruments revealed that all were "normal" or "in the green."

The flight instructor stated that he initiated recovery of the maneuver at 100 feet above ground level (agl) by advancing the throttle and checking engine and rotor rpm indications. Because the engine rpm indication was "zero," the flight instructor announced an actual engine failure, joined the student pilot on the flight controls, and completed the autorotation to the ground.

At touchdown, the helicopter bounced on the "right front skid" and rolled over onto its right side.

The flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, rotorcraft helicopter and instrument airplane and helicopter. He also held ratings for airplane single-engine land, rotorcraft helicopter and instrument airplane and helicopter. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued June 30, 2016.

The pilot reported 5,154 total hours of flight experience, of which 160 hours were in the accident helicopter make and model.

A review of the student pilot's records revealed he had accumulated 35 total hours of flight experience, all of which was in the accident helicopter.

According to FAA and maintenance records, the helicopter was manufactured in 1965 and was powered by a Lycoming HIO-360-A1A engine. Its most recent annual inspection was completed September 1, 2016, at 4,749 total aircraft hours.

At 1653, the weather reported at Hanchey Army Heliport (HEY), 5 nautical miles south of the accident site included few clouds at 6,000 feet agl with 10 statute miles visibility. The wind was from 330°at 5 knots. The temperature was 33° C, the dew point was 19° C, and the altimeter setting was 29.96 inches of mercury.

Photographs of the wreckage revealed the cockpit and fuselage were largely intact. The main rotor blades were damaged and the tailboom was severed. The helicopter was recovered to the operator's facility, and on October 4, 2016, an engine start was attempted on the airframe utilizing the helicopter's own battery and starter under the supervision of an FAA inspector.

The engine started immediately and ran smoothly without interruption until shut down by the cockpit controls.

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 51, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: Yes
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/30/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 5154 hours (Total, all aircraft), 160 hours (Total, this make and model)

Student Pilot Information

Certificate: Student
Age: 23, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 04/15/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  35 hours (Total, all aircraft), 35 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: HUGHES
Registration: N269BS
Model/Series: 269B
Aircraft Category: Helicopter
Year of Manufacture: 1965
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 65-0205
Landing Gear Type: Skid
Seats:
Date/Type of Last Inspection: 09/01/2016, Annual
Certified Max Gross Wt.: 1670 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4749 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: HIO-360-A1A
Registered Owner: SOUTHERN FLYING SERVICE OF AMERICA INC
Rated Power: 180 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan


Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KHEY, 317 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 2153 UTC
Direction from Accident Site: 206°
Lowest Cloud Condition: Few / 6000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 330°
Turbulence Severity Forecast/Actual: /
Altimeter Setting:  29.96 inches Hg
Temperature/Dew Point: 33°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: OZARK, AL (71J)
Type of Flight Plan Filed: None
Destination: OZARK, AL (71J)
Type of Clearance: None
Departure Time: 1600 CDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:  31.431944, -85.620556 (est)

NTSB Identification: ERA16LA326
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 22, 2016 in Ozark, AL
Aircraft: HUGHES 269B, registration: N269BS
Injuries: 2 Minor.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On September 22, 2016, at 1630 central daylight time, a Hughes 269B helicopter, N269BS, was substantially damaged during a forced landing following a loss of engine power near Ozark, Alabama. The flight instructor and student pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight conducted under the provisions of 14 Code of Federal Regulations Part 91.

The flight instructor and the student pilot each provided written statements, and their accounts of the accident were consistent throughout. According to the flight instructor, the helicopter was in cruise flight at 75 mph and 800 feet mean sea level (msl) when he announced "simulated engine failure" and reduced the throttle and collective controls.

The student pilot responded to the simulated emergency, and adjusted the flight controls in order to establish an autorotation at 60 mph. He said that a cross-check of the instruments revealed that all were "normal" or "in the green."

The flight instructor stated that he initiated recovery of the maneuver at 100 feet above ground level (agl) by advancing the throttle and checking engine and rotor rpm indications. Because the engine rpm indication was "zero," the flight instructor announced an actual engine failure, joined the student pilot on the flight controls, and completed the autorotation to the ground.

At touchdown, the helicopter bounced on the "right front skid" and rolled over onto its right side.

The flight instructor held a commercial pilot certificate with a rating for airplane single-engine land, rotorcraft helicopter and instrument airplane and helicopter. He also held ratings for airplane single-engine land, rotorcraft helicopter and instrument airplane and helicopter. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued June 2016.

On September 29, 2015, the pilot declared 5,154 total hours of flight experience, of which 160 hours were in the accident helicopter make and model.

A review of the student pilot's records revealed he had accumulated 35 total hours of flight experience, all of which was in the accident helicopter.

According to FAA and maintenance records, the helicopter was manufactured in 1965 and was powered by a Lycoming HIO-360-A1A engine. Its most recent annual inspection was completed September 1, 2016, at 4,749 total aircraft hours.

At 1653, the weather reported at Hanchey Army Heliport (HEY), 5 nautical miles south of the accident site included few clouds at 6,000 feet agl with 10 statute miles visibility. The wind was from 330 degrees at 5 knots. The temperature was 33 degrees C, the dew point was 19 degrees C, and the altimeter setting was 29.96 inches of mercury.

Photographs of the wreckage revealed the cockpit and fuselage were largely intact. The main rotor blades were damaged and the tailboom was severed. The helicopter was recovered to the operator's facility, and on October 4, 2016, an engine start was attempted on the airframe utilizing the helicopter's own battery and starter under the supervision of an FAA inspector.

The engine started immediately and ran smoothly without interruption until shut down by the cockpit controls.

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