Friday, August 16, 2019

Fuel Exhaustion: Flight Design CT2K, N433CT; accident occurred August 16, 2019 in Hooper, Whitman County, Washington

View of right wing damage. 


Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Spokane

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



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

https://registry.faa.gov/N433CT 

Location: Hooper, WA 
Accident Number: GAA19CA495
Date & Time: 08/16/2019, 1030 PDT
Registration: N433CT
Aircraft: Flight Design CT2K
Aircraft Damage: Substantial
Defining Event: Fuel exhaustion
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

The pilot reported that, one hour en route to the destination airport, the turbulence was getting bad, so he decided to return to the departure airport. Subsequently, the airplane ran out of fuel and he made an off-airport landing in an open field. Upon landing, the airplane bounced, the nose gear collapsed, and the airplane nosed over.

The airplane sustained substantial damage to the right wing and fuselage.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

Pilot Information

Certificate: Airline Transport; Flight Instructor; Commercial
Age: 82, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Glider
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Glider
Toxicology Performed: No
Medical Certification: BasicMed With Waivers/Limitations
Last FAA Medical Exam: 07/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 08/06/2018
Flight Time:  (Estimated) 16600 hours (Total, all aircraft), 35.6 hours (Total, this make and model), 29.5 hours (Last 90 days, all aircraft), 21.3 hours (Last 30 days, all aircraft), 5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Flight Design
Registration: N433CT
Model/Series: CT2K No Series
Aircraft Category: Airplane
Year of Manufacture:2003 
Amateur Built: No
Airworthiness Certificate: Special Light-Sport
Serial Number: 02.08.04.33
Landing Gear Type: Tricycle
Seats:2 
Date/Type of Last Inspection: 10/15/2018, Annual
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 583 Hours at time of accident
Engine Manufacturer: ROTAX
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: 912
Registered Owner: On file
Rated Power:100 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: KALW, 1205 ft msl
Distance from Accident Site: 35 Nautical Miles
Observation Time: 1753 UTC
Direction from Accident Site: 190°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 210°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 25°C / 10°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Starbuck, WA (16W)
Type of Flight Plan Filed: None
Destination: Connell, WA (WA14)
Type of Clearance: None
Departure Time: 0930 PDT
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude: 46.672778, -118.136667 (est)



A single-engine plane crashed near the community of Hooper in Whitman County, Washington, Friday, leaving both the pilot and passenger injured.

The crash occurred around 10:30 a.m. Friday in an open field close to Hammer Grade Road.

The plane is believed to have run out of gas or to have had mechanical problems, according to a statement from the Whitman County Sheriff’s Office.

Both the people in the plane are believed to be from Kahlotus, Washington, according to the statement.

The passenger was flown to St. Joseph’s Hospital in Lewiston, Idaho, according to the Sheriff’s office.

The Federal Aviation Administration and the National Transportation Safety Board are conducting a join investigation.

Original article can be found here ➤ https://www.spokesman.com




COLFAX, Washington  – The Whitman County Sheriff’s Office and local emergency crews from the Lacrosse area responded to a report of a single engine plane crash around 10:30 a.m. on Friday Morning. 

The crash occurred in western Whitman County near the town of Hooper, Washington. 

Initial reports indicate the pilot attempted to land in an open field near Hammer Grade Road when his aircraft is believed to have run out of fuel or had mechanical difficulties. 

Both the pilot and his passenger sustained injuries during the crash and the passenger was flown via Med Star to St. Joseph’s Hospital in Lewiston, Idaho.

Both the pilot and the passenger are believed to be from the Kahlotus, Washington, area.

The Federal Aviation Administration and National Transportation Safety Board have been notified and will be conducting a joint investigation into the cause of this accident.

Original article can be found here ➤ https://lcvalley.dailyfly.com

Bell 206B JetRanger II, N106PD: Accident occurred August 16, 2019 at Blair Municipal Airport (KBTA), Washington County, Nebraska

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska
Omaha Police Department; Blair, NE
Rolls-Royce Corporation; Indianapolis, IN
Pending Designation; Keystone Turbine Services; Coatesville, PA
Transportation Safety Board of Canada;Gatineau, QC
Bell Flight; Fort Worth, TX

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

https://registry.faa.gov/N106PD

Location: Blair, NE

Accident Number: CEN19LA269
Date & Time: 08/16/2019, 0945 CDT
Registration: N106PD
Aircraft: Bell 206
Injuries: 2 Minor
Flight Conducted Under: Public Aircraft 

On August 16, 2019, about 0945 central daylight time, a Bell 206B helicopter, N106PD, impacted runway 31 while performing a training maneuver at the Blair Municipal Airport (BTA), Blair, Nebraska. The two pilots sustained minor injuries. The helicopter sustained substantial damage. The helicopter was registered to and operated by the Omaha Police Department (OPD) as a public use, visual flight rules flight. Day visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The flight originated from BTA, about 0830.

According to the OPD, the helicopter departed BTA for a patrol flight over Omaha, Nebraska. After about one hour of flight, the helicopter headed back to BTA. About 4 miles south of runway 31 at BTA, the pilot-in-command (PIC), who is also a certificated flight instructor and was stationed in the right seat, decided to conduct emergency procedure training with a simulated governor failure. The co-pilot was stationed in the left seat. Since a training event was being conducted as opposed to a real governor failure concluding with a run-on landing, the intent was to recover from the simulated governor failure at a safe airspeed and altitude.

The pilot initiated a simulated governor failure by rolling the throttle down just enough to take the governor offline, but still maintaining the main rotor rpm in the green (normal) range. The helicopter descended while maintaining airspeed until over the runway. About 40 feet above ground level and 45 knots, the PIC announced his intention and rolled the throttle back to the full open position. The PIC confirmed the main rotor rpm indication in the green range, which he verbally announced. All other indications in the helicopter appeared to be normal to the PIC.

As the helicopter was in normal operating conditions, the PIC applied aft cyclic to slow down and began air taxiing to the parking pad to the east (right) of their current position. The PIC looked to the right to begin air taxiing and at that moment he heard the low rotor rpm audible horn. The PIC confirmed a loss of engine power indications in the cockpit. The helicopter descended very rapidly toward the ground. The PIC reduced the collective briefly to regain main rotor energy and then applied collective to cushion the landing. The helicopter impacted the runway and came to rest on its left side.

The PIC executed an emergency shutdown and both pilots egressed from the helicopter without further incident. The pilots were wearing MSA Gallet MH250 helicopter flight helmets and both flight helmets sustained impact damage the during the accident sequence. The helicopter sustained substantial damage to the main rotor system, the fuselage, the tailboom, and the tail rotor system as shown below in figure 1.


Figure 1 – View of the helicopter on runway 31 (courtesy of the OPD).

On August 23, 2019, a team of Federal Aviation Administration aviation safety inspectors from the Lincoln Flight Standards District Office traveled to BTA to examine the wreckage. During the examination, no preimpact mechanical malfunctions or failures with the airframe and engine were noted. The engine and engine accessories were removed for a future examination and test run.

The five-seat capacity helicopter, serial number 4649, was manufactured in 2008. The helicopter was equipped with a Rolls-Royce M250-C20J turboshaft engine, serial number CAE-271024.

The OPD Air Support Unit (ASU) is based at BTA. The ASU provides aerial support to the OPD for pursuit operations and surveillance operations. The ASU is staffed by one command officer, three pilots, and one mechanic. The fleet consists of the accident helicopter, N176PD (a Bell 206B), and N109PD (a Bell OH-58A helicopter). N109PD sustained a loss of engine power near Omaha, Nebraska, on April 29, 2019. The helicopter sustained substantial damage and the two pilots sustained no injury. For additional information on the accident with N109PD, refer to CEN19LA121. 

Aircraft and Owner/Operator Information

Aircraft Make: Bell
Registration: N106PD
Model/Series: 206 B
Aircraft Category: Helicopter
Amateur Built: No
Operator: Omaha Police Department
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBTA, 1299 ft msl
Observation Time: 1435 UTC
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 19°C / 18°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: Calm / ,
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 29.93 inches Hg
Type of Flight Plan Filed: VFR/IFR
Departure Point: Blair, NE (BTA)
Destination: Blair, NE (BTA)

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: 41.415000, -96.109167 (est)



WASHINGTON COUNTY, Nebraska  — Officials were called to an OPD, Able-1 helicopter crash in Washington County Friday morning.

Deputies said two pilots, Officers Matt Baughman and Brian Yaghoutfam, were not injured in the crash that happened as they attempted to land at the Blair airport around 9:45 a.m.

The rotorcraft is a 2008 Bell 206 JetRanger.

This is the second OPD helicopter crash in the last 4 months.

Deputy Chief of Police Services Bureau, Kerry Neumann, said the helicopter lost power while it was in the air and dropped between 40 to 50 feet.

Neumann said it made a hard landing, causing it to end up on its side.

He said the two officers have very minor injuries and are going to the hospital to get checked out.

Neumann said the helicopter sustained heavy damage.

Police said Yaghoutfam was the Pilot in command. He is a 19-year veteran with OPD with 12 years in the Air Support Unit as a pilot.

The Tactical Flight Officer was Baughman, who is a 19-year veteran with OPD and has 12 1/2 years in the Air Support Unit as a pilot, police said.

"We lucked out in this incident. The pilots--they’re safe and they’re fine. The helicopter sustained some pretty heavy damage," Neumann said.

 Able 1 Omaha police helicopter inoperable after emergency landing
 .
Police said they have one mission ready aircraft that is currently under maintenance but that they have been in contact with the Nebraska State Patrol who will assist in any emergency if needed.

The incident is under investigation by the Federal Aviation Administration and National Transportation Safety Board.

"We don’t know what caused this helicopter to go down this is going to be looked at from all avenue and all agencies," Neumann said.

Story and video ➤ https://www.ketv.com

Fuel Related: Piper PA-22-160, N2805Z; accident occurred August 25, 2015 near Tyler Municipal Airport (63Y), Lincoln County, Minnesota

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota
Lycoming Engines; Williamsport, Pennsylvania

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


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


Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf 
 
https://registry.faa.gov/N2805Z


Location: Tyler, MN
Accident Number: CEN15LA382
Date & Time: 08/25/2015, 0847 CDT
Registration: N2805Z
Aircraft: PIPER PA 22-160
Aircraft Damage: Substantial
Defining Event: Fuel related
Injuries: 2 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The student pilot reported that the airplane was topped off with fuel before the flight and that he completed a functional check of the carburetor heat during his pretakeoff engine run-up. Shortly after liftoff, he observed a significant decrease in engine speed, and the airplane began to descend. He reduced the pitch to increase airspeed, but the airplane descended into a cornfield about 50 ft past the end of the runway.

Postaccident engine examination did not reveal any evidence of preimpact anomalies that would have precluded normal operation. Fuel samples from each wing tank, the fuel lines, the fuel strainer, and the carburetor bowl were consistent with 100 low-lead aviation fuel and did not contain any water or debris. The weather conditions were conducive to the formation of serious carburetor icing at all power settings. Additionally, the pilot reported that the grass runway was wet with dew, which likely increased the air humidity over the runway and the possibility of carburetor ice formation during taxi and takeoff. Although the pilot reported that he conducted a functional check of the carburetor heat before departure, it is likely he did not adequately ensure that the carburetor was clear of ice before beginning the takeoff. Based on the available information, the partial loss of engine power during takeoff was likely due to carburetor ice accumulation.

The pilot did not have a valid pilot certificate, and his most recent student certificate had been expired for 5.5 years. Additionally, federal regulations prohibit student pilots from acting as pilot-in-command of an aircraft carrying passengers. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The student pilot's failure to adequately ensure the carburetor was clear of ice before takeoff, which resulted in a partial loss of engine power during takeoff due to carburetor icing. 

Findings

Aircraft
Intake anti-ice, deice - Incorrect use/operation (Cause)

Personnel issues
Identification/recognition - Student pilot (Cause)
Qualification/certification - Pilot

Environmental issues
Conducive to carburetor icing - Effect on equipment (Cause)

Factual Information 

On August 25, 2015, about 0847 central daylight time, a Piper PA-22-160, N2805Z, collided with terrain during a forced landing shortly after takeoff from Tyler Municipal Airport (63Y), near Tyler, Minnesota. The student pilot sustained minor injuries and his two passengers sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to the pilot and operated under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. Day meteorological conditions prevailed for the local flight that was originating at the time of the accident.

The pilot reported that the purpose of the flight was to take a couple family members on a pleasure flight. He stated that he completed a preflight inspection and topped-off the fuel tanks before the flight. He started the engine about 0837 and taxied to runway 32 (2,600 ft by 160 ft, grass). The pilot noted that the grass runway was wet with dew. The pilot reported that he completed a functional check of both magnetos and the carburetor heat during a pretakeoff engine runup. The pilot stated that he selected wing flaps to 20° (half-flaps) and that about 3/4 of the available runway length was used to achieve liftoff. The pilot reported that shortly after liftoff he observed the engine speed had decreased from takeoff power to 1,900 rpm and the airplane began to descend. He reduced airplane pitch to increase airspeed, but the airplane descended into a cornfield about 50 ft past the end of the runway.

The airplane and its engine were examined by a Federal Aviation Administration (FAA) airworthiness inspector and a representative from the engine manufacturer. Flight control cable continuity was established from the cockpit controls to each flight control surface. Fuel samples from each wing tank, fuel lines, fuel strainer, and the carburetor bowl were consistent with 100 low-lead aviation fuel and did not contain any water or debris. The carburetor air box was partially deformed by impact but otherwise appeared intact. The engine, a Lycoming O-320-B2A, serial number L-1872-39, remained attached to the airframe. The engine case remained intact with the accessory components still attached to their respective installation points. Internal engine and valve train continuity were confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. Both magnetos remained attached to the engine case and provided spark on all posts while the crankshaft was rotated. The magneto timing was about 25° before top dead center. The spark plugs exhibited features consistent with normal engine operation. A borescope inspection of each cylinder did not reveal any anomalies with the cylinders, pistons, valves, or valve seats. The oil pickup screen was clear of debris. The disassembly of the carburetor revealed no water, corrosion, or debris in the bowl assembly. No anomalies were observed with the composite floats or the needle valve. A visual examination of the carburetor fuel inlet screen revealed no evidence of debris. The postaccident examination did not reveal any anomalies that would have precluded normal engine operation during the flight.

A postaccident review of available meteorological data established that day visual meteorological conditions prevailed at the accident site. The nearest aviation weather reporting station was located at Southwest Minnesota Regional Airport (MML), Marshall, Minnesota, about 17 nautical miles northeast of the accident site. At 0855, about 8 minutes after the accident, the MML automated surface observing system reported: wind 320° at 8 knots, 10 miles surface visibility, clear sky, temperature 13°C, dew point 8°C, and an altimeter setting 30.21 inches of mercury.

According to a carburetor icing probability chart contained in FAA Special Airworthiness Information Bulletin CE-09-35, entitled "Carburetor Icing Prevention", the recorded temperature and dew point were in the range of susceptibility for the formation of serious carburetor icing at all engine power levels. Additionally, if ice forms in the carburetor of a fixed pitch propeller aircraft, the restriction to the induction airflow will reduce power and result in a drop of engine rpm.

According to FAA airman records, the pilot did not have a valid student certificate at the time of the accident. The pilot's most recent student certificate was issued on February 15, 2005, and subsequently expired on February 28, 2010. Additionally, according to Title 14 CFR Part 61.89(a), a student pilot is prohibited from acting as pilot-in-command of an aircraft carrying passengers. 

History of Flight

Taxi-to runway
Other weather encounter

Takeoff
Loss of engine power (partial)
Attempted remediation/recovery

Landing
Off-field or emergency landing
Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Student
Age: 39, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 None
Last FAA Medical Exam: 02/15/2005
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 81.7 hours (Total, all aircraft), 81.7 hours (Total, this make and model), 58.7 hours (Pilot In Command, all aircraft), 0 hours (Last 90 days, all aircraft), 0 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N2805Z
Model/Series: PA 22-160
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 22-6798
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 04/21/2015, Annual
Certified Max Gross Wt.: 2000 lbs
Time Since Last Inspection: 7 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2433.81 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: O-320-B2A
Registered Owner: On file
Rated Power: 160 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: MML, 1183 ft msl
Distance from Accident Site: 17 Nautical Miles
Observation Time: 0855 CDT
Direction from Accident Site: 55°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 320°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.21 inches Hg
Temperature/Dew Point: 13°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Tyler, MN (63Y)
Type of Flight Plan Filed: None
Destination: Tyler, MN (63Y)
Type of Clearance: None
Departure Time: 0847 CDT
Type of Airspace: Class G

Airport Information

Airport: Tyler Municipal Airport (63Y)
Runway Surface Type: Grass/turf
Airport Elevation: 1742 ft
Runway Surface Condition: Wet
Runway Used: 32
IFR Approach: None
Runway Length/Width: 2600 ft / 160 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 2 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Serious, 1 Minor
Latitude, Longitude: 44.291667, -96.150278 (est)

Loss of Engine Power (Total): Schweizer 269C, N17YS; accident occurred August 18, 2015 near North Las Vegas Airport (KVGT), Clark County, Nevada

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada

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


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


Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf 

 
http://registry.faa.gov/N17YS


Location: Las Vegas, NV

Accident Number: WPR15LA245
Date & Time: 08/18/2015, 0900 MDT
Registration: N17YS
Aircraft: SCHWEIZER 269C
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

Analysis

The flight instructor reported that, during the instructional flight in the helicopter, he was demonstrating entry procedures for an autorotation with the student pilot following along on the flight controls. The instructor smoothly lowered the collective, applied right pedal, and pulled aft on the cyclic to enter the autorotation. Immediately after entering the maneuver, he heard a change in engine noise and saw that the engine rpm gauge indicated zero. The instructor attempted to restart the engine by pressing the start button several times; however, the starter did not engage. The instructor continued the autorotative descent to the ground and landed hard.

A postaccident engine examination revealed that the battery's positive lead was separated from the battery terminal, and the lead exhibited corrosion. When the positive lead was reattached to the battery, and the engine started and operated normally. The reason for the loss of engine power during the autorotation could not be determined. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power during a practice autorotation for reasons that could not be determined. 

Findings

Not determined
Not determined - Unknown/Not determined (Cause)

Factual Information

On August 18, 2015, about 0900 mountain daylight time, a Schweizer 269C helicopter, N17YS, experienced a complete loss of engine power and subsequent hard landing about 10 miles northwest of the North Las Vegas Airport (VGT), Las Vegas, Nevada. The certified flight instructor was not injured, and the pilot undergoing instruction sustained minor injuries. The helicopter sustained substantial damage to the tailboom. The helicopter was privately owned and operated by Airworks Aviation Academy under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The flight originated from VGT at 0845.

The flight instructor reported that after the student leveled the helicopter off at 4,500 ft mean sea level, he was going to demonstrate, with the student following along on the controls, entry procedures for an autorotation maneuver. The flight instructor smoothly lowered the collective, input right pedal, and pulled back on the cyclic to enter the autorotation. Immediately after entering the maneuver, he heard a change in engine noise and he observed that the engine RPM gauge was zero. The flight instructor attempted several times to restart the engine by pressing the start button, however every time the start button was pressed, there was no indication that the starter engaged. The flight instructor continued the descent to the ground. The helicopter landed hard; subsequently, the main rotor blades severed the tailboom.

A postaccident engine examination conducted by a Federal Aviation Administration Inspector revealed that the positive lead was found separated from the battery terminal, and that the lead exhibited corrosion. The positive lead was attached to the battery, and the engine started and operated normally. 

History of Flight

Autorotation
Loss of engine power (total) (Defining event)
Off-field or emergency landing
Hard landing

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 48, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: 3-point
Instrument Rating(s): Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/02/2014
Occupational Pilot: Yes
Last Flight Review or Equivalent: 03/17/2015
Flight Time:  443 hours (Total, all aircraft), 73 hours (Total, this make and model), 367 hours (Pilot In Command, all aircraft), 125 hours (Last 90 days, all aircraft), 30 hours (Last 30 days, all aircraft), 5 hours (Last 24 hours, all aircraft)

Student Pilot Information

Certificate: Commercial
Age: , Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 02/05/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  366 hours (Total, all aircraft), 4 hours (Total, this make and model), 236 hours (Pilot In Command, all aircraft), 9 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: SCHWEIZER
Registration: N17YS
Model/Series: 269C
Aircraft Category: Helicopter
Year of Manufacture: 1992
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: S1619
Landing Gear Type: Skid
Seats: 2
Date/Type of Last Inspection: 03/20/2015, Annual
Certified Max Gross Wt.: 2050 lbs
Time Since Last Inspection: 76 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2805 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: HIO-360 SERIES
Registered Owner: JOSLYN LARRY J
Rated Power: 190
Operator: On file
Operating Certificate(s) Held: None
Operator Does Business As: Airwork Las Vegas
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: VGT, 2205 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 0853 MDT
Direction from Accident Site: 124°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: / None
Wind Direction:
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.85 inches Hg
Temperature/Dew Point: 31°C / 6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Las Vegas, NV (VGT)
Type of Flight Plan Filed: None
Destination: Las Vegas, NV (VGT)
Type of Clearance: None
Departure Time: 0845 MDT
Type of Airspace: Unknown 

Wreckage and Impact Information

Crew Injuries: 1 Minor, 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude: 36.285833, -115.338333 (est)

Low Altitude Operation / Event: Hughes 269B, N9427F; accident occurred August 05, 2015 in Atkinson, Henry County, Illinois

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; DuPage / West Chicago, Illinois

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


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


Aviation Accident Data Summary - National Transportation Safety Board:  https://app.ntsb.gov/pdf

https://registry.faa.gov/N9427F

Location: Atkinson, IL
Accident Number: CEN15LA341
Date & Time: 08/05/2015, 1705 CDT
Registration: N9427F
Aircraft: HUGHES 269B
Aircraft Damage: Destroyed
Defining Event: Low altitude operation/event
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The commercial pilot was conducting a local, personal flight when the helicopter collided with a power line during cruise flight. A witness reported seeing the helicopter flying about 20 ft above the ground shortly before the accident. Another witness reported hearing the helicopter approach his position then hearing a loud "pop" and seeing a broken power line pass over him. The helicopter crashed in a nearby field and was destroyed by fire. The pilot sustained serious injuries and did not recall the accident flight.

Postaccident examination of the helicopter did not reveal any evidence of preimpact anomalies that would have precluded normal operation. Based on the available information, the pilot was intentionally flying the helicopter at a low altitude toward the southwest when it collided with the power line. Weather conditions were good at the time of the accident, and the sun was about 34° above the horizon and to the west-southwest. Although the location of the sun relative to the power line may have hindered the pilot's ability to see and avoid the power line, it was the pilot's improper decision to operate the helicopter at a low altitude that resulted in the collision with the power line.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper decision to intentionally fly the helicopter at a low altitude and his subsequent failure to maintain clearance from a power line. 

Findings

Aircraft
Altitude - Not attained/maintained (Cause)

Personnel issues
Monitoring environment - Pilot (Cause)
Decision making/judgment - Pilot (Cause)

Environmental issues
Wire - Effect on operation (Cause)
Light condition - Effect on personnel

Factual Information 

On August 5, 2015, about 1705 central daylight time, a Hughes 269B helicopter, N9427F, collided with a power line during cruise flight near Atkinson, Illinois. The pilot sustained serious injuries, and the helicopter was destroyed during a postimpact fire. The helicopter was registered to the commercial pilot and operated under Title 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the personal flight. The local flight was believed to have originated from the pilot's residence located near Genesco, Illinois, at an unknown time.

A witness to the accident reported that he was working on his property when he heard the helicopter approach his position. He then heard a loud "pop" and saw a broken power line overfly his position. The witness turned around and saw the helicopter wreckage in a nearby field engulfed in fire. He immediately responded to the accident site and removed the pilot from the burning wreckage.

Another witness reported that initially a loud noise drew her attention towards the helicopter's position. She saw the helicopter briefly in flight before it impacted the ground in a level attitude. She reported that there was an extensive ground fire after the accident.

Another witness reported seeing the helicopter flying about 20 ft above soybean fields before it flew out of her line of sight. The witness subsequently heard the sound of emergency vehicles responding to the accident site.

The pilot was hospitalized for several months after the accident with serious burns sustained during the postaccident fire. The pilot does not recall the accident flight.

A postaccident examination of the helicopter was completed by Federal Aviation Administration inspectors. An onsite survey revealed that the helicopter had collided with a north/south power line located about 184 ft northeast of the main wreckage. The height of the power line was about 40 ft above the ground. A wreckage debris path extended about 98 ft southwest into a soybean field. The helicopter was destroyed during the postimpact fire. The only identifiable components remaining were the engine, main transmission, and some cockpit instruments. An examination of the engine confirmed internal engine and valve train continuity as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. Both magnetos and their respective ignition harness were damaged during the postimpact fire and could not be tested. The sparkplugs electrodes exhibited heavy combustion deposits. The oil strainer contained oil and was clear of debris. The mechanical fuel pump functioned as designed when the pump lever was moved by hand. All fuel lines remained connected to the flow divider manifold. The postaccident examination did not reveal any anomalies that would have precluded normal operation.

A postaccident review of available meteorological data established that day visual meteorological conditions prevailed at the accident site. The nearest aviation weather reporting station was located at Quad City International Airport (MLI) about 24 nautical miles west of the accident site. At 1652, about 13 minutes before the accident, the MLI automated surface observing system reported: wind 50° at 8 knots, 10 miles surface visibility, clear sky, temperature 28°C, dew point 17°C, and an altimeter setting 29.97 inches of mercury.

According to data obtained from the U.S. Naval Observatory, at the time of the accident, the sun was approximately 34° above the horizon to the west-southwest (263°). Sunset was at 2013 on the day of the accident. 

History of Flight

Enroute-cruise
Low altitude operation/event (Defining event)
Collision with terr/obj (non-CFIT)

Uncontrolled descent
Collision with terr/obj (non-CFIT)

Post-impact
Fire/smoke (post-impact)

Pilot Information

Certificate: Commercial
Age: 74, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): Helicopter
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/22/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 3110 hours (Total, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: HUGHES
Registration: N9427F
Model/Series: 269B
Aircraft Category: Helicopter
Year of Manufacture: 1963
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 0174
Landing Gear Type: Skid
Seats: 3
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 1670 lbs
Time Since Last Inspection:
Engines:  1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: HIO-360-A1A
Registered Owner: On file
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: MLI, 590 ft msl
Distance from Accident Site: 24 Nautical Miles
Observation Time: 1652 CDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 50°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 28°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Geneseo, IL (PVT)
Type of Flight Plan Filed: None
Destination: Geneseo, IL (PVT)
Type of Clearance: None
Departure Time:  CDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 41.411111, -89.973333 (est)