Monday, January 11, 2021

Robinson R44 II, N322SH: Accident occurred January 09, 2021 in Albany, Shackelford County, Texas

AIRCRAFT: 2012 Robinson R44 Raven II N322SH, s/n: 13391

Current Total Time: 254.75

Last Inspection for Import/100 hour/ Annual at 184 hours TT in November 2020.                
ENGINE: Lycoming, IO-540-AE1A5, s/n: L-35089-48E, ETT 254.75             

EQUIPMENT:  Radio KY196.  The transponder has been removed and is NOT included with the salvage.

DESCRIPTION OF ACCIDENT:  On 01/09/21, N322SH made an emergency landing after engine failure.  The right skid hit a small mound of dirt and broke.  This threw N322SH slightly forward on the nose but the aircraft did not roll over.

DAMAGE:  The damage includes but may not be limited to the following:

Tail boom and rotor

Tail boom linkages

Main rotor blades suffered contact with trees and tail boom.

Tail rotor blades suffered strike with the ground.

Both skids and possible deformation at hull attachments points

Main rotor

Front windshield

Front nose cowling

This was an in motion accident, but the aircraft may not have been making power when it came to rest. Unknown status: Engine, and transmission and all other components of the main rotor ( with the exception of the main rotor)

LOCATION OF AIRCRAFT:  Albany, TX (T23).  It is currently stored outside but will be moved inside. 


The interior of the aircraft has been completely removed in order to inspect all floor panels (per Robinson request). hey will be stored inside aircraft but not installed. The sides inspection panels and back section are removed for inspection and cannot be re installed due to damage to landing gear.

The aircraft is not ADSB compliant.

Insurer reserves the right to reject any and all bids. 

Salvage is as is/where is. 

The posting information is the best to our knowledge.   

An inspection of the salvage is highly recommended. 


WARRANTY:  There is no warranty, express or implied for the information provided herein or the condition, useability, workability, operability or marketability of the aircraft salvage.  All times are approximate and the logbooks and aircraft should be inspected by each bidder BEFORE BIDDING.  Failure of the bidder to view the salvage or wreckage, or confirm any information provided is NOT grounds for a claim or withdrawal of bid after bid closing date.)  

HOURS estimated from logbooks or other information - not guaranteed or warranted

Read more here:

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.

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Lubbock, Texas
Lycoming; Williamsport, Pennsylvania 
S2 Helicopter Services LLC
Location: Albany, TX
Accident Number: CEN21LA109
Date & Time: January 9, 2021, 10:10 Local
Registration: N322SH
Injuries: 3 None
Flight Conducted Under: Part 91: General aviation - Other work use

On January 9, 2021, about 1010 central standard time, a Robinson R44 helicopter, N322SH, was substantially damaged when it was involved in an accident near Albany, Texas. The pilot and two passengers were not injured. The helicopter was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 hog hunting flight.

The pilot reported that it was the third flight of the day and the helicopter took off uneventfully. About 120 ft above the ground, the engine sputtered temporarily before it lost complete power. The pilot performed an autorotation to a field. During the descent, the helicopter impacted trees and landed hard right skid low. Subsequently, the main rotor blade contacted, and separated, the tail boom.

The helicopter has been recovered to a secure location for further examination.

Aircraft and Owner/Operator Information

Registration: N322SH
Model/Series: R44 II 
Aircraft Category: Helicopter
Amateur Built: No
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC 
Condition of Light: Day
Observation Facility, Elevation: GZN,1711 ft msl
Observation Time: 10:20 Local
Distance from Accident Site: 25 Nautical Miles
Temperature/Dew Point: 2°C /2°C
Lowest Cloud Condition: Clear 
Wind Speed/Gusts, Direction: 3 knots / , 150°
Lowest Ceiling: None 
Visibility: 7 miles
Altimeter Setting: 30.34 inches Hg
Type of Flight Plan Filed: None
Departure Point: Albany, TX 
Destination: Albany, TX

Wreckage and Impact Information

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries: 2 None 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 3 None 
Latitude, Longitude: 32.729096,-99.271909 (est)


  1. Video from crash:

  2. Amazing job keeping it out of the power lines. Considering the terrain, nice job!

  3. Oops, this one not looking good for the pilot. From the video you can clearly see he took off with the magnetos switched off. After he crashes he goes to switch off the magnetos only to realize they were already switched off, hence the sheepish grin when he realized his mistake. His boss aint gonna be happy for needlessly wrecking the helicopter, that's for sure.

    1. The engine wouldn't have started with the mags off, let alone perform a takeoff..

    2. That's not necessarily true, but it is unlikely. If both mags had a bad P-lead the mags would function and generate a spark.

      The pilot would have to miss it during a mag check, would have to go against muscle memory and turn the mags off, and both p-leads would have to be intermittent to close the circuit at the exact same time.

    3. Likely forgot to touch the mags all together as the starter is on the stick in the raven 2.

    4. And didn't touch the mags cuz no prime required for that start. Not doing L R mag checks got him wrecked.

    5. A high resolution image of the instrument panel of this actual aircraft, to use as a reference, where it can be seen that the mag switch WAS in the OFF position:

    6. "This actual aircraft", then links photo of C-GJIA, not N322SH...

    7. C-GJIA for sale listing linked in comment further down shows same serial number as N322SH. Imported recently, October N registration.

    8. Furthermore C-GJIA is still placarded in the cockpit in the video... it's the same aircraft people. Open your eyes. The mags are OFF.

    9. so if the p leads were faulty how would he have
      shut down the engine in the previous flight

    10. By leaning, which is the normal shutdown procedure. You don't shutdown by turning off the mags.

    11. the beginning of the video looks like its on both

    12. Is this the video you are talking about? I have it paused at the 3 second mark, the key is clearly at the ~1 o'clock position, which would equate to "OFF". There is a keychain attached to the key, and the keyring is pointed towards "BOTH", you need to look at the black handle on the key and not the keyring.

    13. "AnonymousSaturday, March 6, 2021 at 10:20:00 PM EST
      A high resolution image of the instrument panel of this actual aircraft, to use as a reference, where it can be seen that the mag switch WAS in the OFF position:"

      That picture shows the heli at rest, ie shut down, at a location NOT where the incident took place. The picture has NO BEARING on this keyboard investigation.

    14. The sheepish grin says it all. It looked like he took a punch to the gut when he touched the key and realized it was in the "off" position. He almost said it too.

      Clearly in the off position

  4. Magnetos are on “both” position. I’m a retired Army Helicopter pilot, spanned 27 years. I ended flying the Apache, but have several thousand hours in other types.
    While in primary flight school and with piston powered helicopters, we were taught to hold a hover 3ft off the ground with very gradual forward speed. If anything were to break, that’s the place you want to be. Three feet up at the airfield. This pilot also flies within the “coffin corner” far to long in my opinion. That altitude where autorotation is not possible for a survivable crash. Glad the outcome was as it was. Looks like Pigs scored one over the hunters.

    1. You can clearly see in the video that the Mags are NOT in the BOTH position. They are at 1 o'clock which is OFF in the R44 Raven II. Google is your friend if you don't believe this.

    2. 1:50 mark in the video: clearly he didn't turn the key because is in off position. That p-lead is not working properly and suddenly grounded both magnetos turning off the engine. A case of bad electrical contacts.

    3. You can see that the Mag switch is in the off/grounded P-lead switch position by comparing the 45 degree position of the key at 32 seconds in the video to the photo linked below.

    4. Leo might be talking about a Raven I which has a different orientation of the mag switch.

    5. Yes, Leo would be correct for a Raven 1. Photo of 2001 model:

    6. Why google random pictures when you can look at a picture of the actual helicopter in the crash?

    7. Look at the links posted below. They are not random pictures. They are the actual photo's of the helicopter

    8. They are random pictures of other Raven II's. The aircraft in the helistore ad is quite literally the helicopter in the video. It has the same serial number. This should end any debate about the configuration of the switch:

    9. The pictures I posted below are NOT random pictures. They are the actual pictures of C-GJIA for sale, which was sold to S2 Helicopter Services and imported from Canada and re-registered in the U.S. as N322SH in October 2020. Same serial #, same paint scheme and, if you look closely in the video, You can clearly see C-GJIA still placarded on the instrument panel.
      This will clear up any confusion about the ownership history of
      N322SH/ former C-GJIA

      Canadian Civil Aircraft register

    10. Next time, just write this:

      "Here is a photo of N322SH's ignition switch from when it was registered as C-GJIA"

      The "why google random photos.." approach fell short on detail.

    11. Leo, no one cares if you flew for 27 years or even flew a flying saucer. If you are going to be so confident in your answer, you should be correct. Clearly Mags were set to OFF. 1300 in the R44 Raven II. BOTH would be more like 1600 or 1700. Dude even realizes it in the video.

  5. Cowards hunt from the air.

    1. Completely agree with you. Hunting from the air is no different that spotlighting for deer. True, the feral hogs are at nuisance numbers, but other states have opted for safer (and more humane) options than shooting from the air. A lot of animals are wounded and never bagged during aerial hunting. I've seen this "sport" in action - it's no sport. Glad the humans are OK, but I did enjoy the video.

    2. They are not "Hunting" Feral hogs. Feral hogs are at nuisance numbers that destroy crops, fields, lawns and landscapes, and kill small animals, and will attack Humans. They are conducting "legal" control of the animals to try to keep them in check and, the population from exploding to overwhelming numbers. Please read up on Feral hogs and the damage they cause, (which is in the millions and millions of dollars) before making ill-informed comments.

    3. As a helicopter pilot, I came here for the story but had to respond to ‘anonymous’ who said they were not hunting. Of course they are hunting. Educate yourself and spend some time with a dictionary.
      Feral hogs were bred by many Texas ranchers, beginning in the 1930’s who then sold them to be hunted. Although most scientists agreed that the ability of hogs to adapt and multiply would soon be overwhelming, government agencies allowed the practice to continue. Once again, humans with their greed to make a quick buck has caused irreparable damage to our environment and killed thousands of domestic animals.
      Also I agree hunting from a helicopter is cowardice.

    4. Hey helicopter pilot, as I mentioned above you need to educate yourself on the correct terminology for controlling Feral hogs aka "wild hogs"
      It is called Aerial Gunning NOT "Hunting". Cowardice does not apply in this circumstance. Aerial gunning, which is a highly effective means of quickly reducing wild pig populations in areas with large expanses and high densities of wild pigs.
      So, because you're a "Helicopter Pilot" I guess you are an expert in wild Hog control, Navy Seal operations, Coast Guard search and rescue and diving, probably even Marine One. Please....

      Here is an article for your enlightment.

      Please read up on what you're commenting about so you don't embarrass yourself again.
      The dictionary doesn't have anything to do with your ignorance.

    5. Well ‘anonymous’, since your refusing to use your name,. If your such a tough guy why don’t you get down in the dirt and hunt them yourself preferably using a knife. Then it would be a fair fight. The problem with cowards like you is as long as you have as much advantage as you can get with rifles and helicopters it’s all fair game. BTW. Me being a helicopter pilot has nothing to do with shooting hogs. Unless your talking about my two tours in Vietnam flying medevac.

    6. Flying medevac in a war 50 years ago has absolutely no bearing on Aerial Gunning for pest population control.

      The pigs are a major problem. Culling them sportingly is not the concern. Drastically lowering the population without undue harm to other animals is the aim, therefore any advantage that can be afforded in this endeavor is taken.

      In order to help with this, tours are set up for folks to help leaven the financial burden of culling the animals, and folks get to have fun while doing it. Hunting feral hogs with a knife is completely ridiculous, but you would know that, being a navy seal spacehelicopter medevac captain.

    7. They're not hunting...they're exterminating which is what needs to be done to them down there.

  6. Some people call this man the Sully of Shackelford County

    1. Not likely. There was no planning, thinking, or options because it happened so quickly after takeoff. He just crashed it wherever he could, in the most open area available. Unlike Sully, that had time to make decisions, this guy had no choice but to put it down immediately. Luckily, no one was apparently injured.

  7. Why hasn’t anybody mentioned his lack of a flare at the end of the auto? If he was good at it he might have been able to plop in down undamaged.

  8. Mags are in the OFF position for the entire duration of the video.

    A high resolution image of the instrument panel of this actual aircraft, to use as a reference:

  9. Helicopter recently sold, and imported from Canada. Here's the listing and photo's. Former Canadian Reg# C-GJIA

  10. Here's a couple more photo's

  11. What will be the insurance company response for not operating per POH?

    POH Starting Engine and Run-up" checklist includes:
    Ignition switch . . . . . . . Prime, then Both
    Mag drop at 75% RPM . . . . . 7% max in 2 seconds

  12. Mags are in the OFF position. Yikes, that will cost the pilot.

    Glad none of the passengers were hurt due to his incompetence / lack of following checklist!

  13. OK, swing wing pilots. I still don't understand the functionality here. Both p-leads are broken. The engine is started with a button on the stick. The engine runs, powers up to take-off power and operates for a couple of minutes. What causes it to stop running? One of the p-leads magically connects? Wouldn't both of them need to simultaneous reconnect? Just seems like a lot of things going bad, though not impossible. Read Ernest Gann's Fate is the Hunter. Fixed wing, single engine pilot.

    1. The P leads from both magnetos are intact to the ignition switch. The switch itself could have an internal intermittent contact to the ground or the connection from the ignition switch to the aircraft ground was faulty. So, faulty switch or faulty lead from the switch to ground was responsible.

    2. Correct. Presume good P-leads, properly connected to a good ignition switch.

      There is a single wire connecting the GND terminal on the switch to ground. Could have been pulled out of the crimp at a ring terminal when wire bundles were pushed around during panel work.

      Nobody notices after the panel work. No mag checks are ever done or the person who sees no rpm drop during L R check thinks "Great Mags!". Prime still works because that does not require the ground.

      The stripped end still resting in the ring terminal insulating sleeve bumps back into the metal ring terminal barrel from vibration and both mags simultaneously get grounded because the switch is off (both p-leads switch-connected to GND terminal).

      Just that one thing gone bad does it.

    3. Agree, this is the most likely issue.

    4. Both of those scenarios seem very plausible, bad switch contacts, or damaged wire that grounds itself to some metal object. If so, this seems to be a design, engineering, or manufacturing issue. Only one wire to ground/turn off 2 mags takes out the redundancy of having 2 mags in the first place. Each mag should have its own grounding wire and maybe be moved to a separate switch to accomplish this. Such as a switch for mags only that has the positions Off, Left, Right Both, each with its own grounding source. Or even better, two separate switches altogether. At least if one switch/wire fails you still have one mag that functions. Just thinking out loud.

    5. Stating "Each mag should have its own grounding wire" and the rest of the comment reveals that you are thinking the P-lead must be grounded for ignition to operate.

      Grounding the P-lead disables a mag. Each mag has its own P-lead.

      When the switch is set to "both" for flight as intended in the design, no ground is connected on either P-lead. The single wire connecting the switch's GND terminal to ground is completely out of the picture as far as intended "redundant capability to operate ignition".

      Offered the above to clarify understanding. Not meant as criticism.

    6. No.. I know that when the mag is grounded, P-lead it kills that mag.
      What I'm saying is there needs to be two separate wires, and switches in case (for example) "There is a single wire connecting the GND terminal on the switch to ground" as quoted above. If that one wire fails (goes to ground, it kills both mags. No redundancy.

    7. "If so, this seems to be a design, engineering, or manufacturing issue. Only one wire to ground/turn off 2 mags takes out the redundancy of having 2 mags in the first place."

      I think you are forgetting the fact that the key was off. If the key was in the both position, this wouldn't be an issue.

    8. Not true. Apparently there was an issue because if the engine started/ran with the key in the "Off" position, then something IS wrong.

    9. The hangup seems to be a lack of understanding about the switch. Internally there is a metal contact "skate" with three raised bumps for making electrical contact. Rotating the switch with the key moves the skate making the bumps on the skate ride over flat contacts in the insulated wafer on the back of the switch.

      In "off" the three bumps of the skate rest on p-R, p-L and GND contacts simultaneously, which joins those terminals electrically. With proper wire continuity from the GND terminal on the back of the switch to ground, both mags are grounded and there is no spark during starter roll.

      In "L", p-R is joined to GND, in "R", p-L is joined to GND, but in "Both", the bumps on the skate don't touch either of the p-L or p-R contacts.

      The something that was wrong during start is that "off" did not succeed in grounding both p-leads, so ignition was not disabled and it started when it should not have.

      If the key was in the "both" position at start, the intermittent ground continuity could make and break with vibration as much as it pleased but since neither p-lead terminal on the switch would be connected by the skate to the GND terminal, both mags would be able to operate without any problem.

    10. "The something that was wrong during start is that "off" did not succeed in grounding both p-leads, so ignition was not disabled and it started when it should not have"
      That's my point Something Is Wrong! It should have never started if working correctly.
      I know how the switch works. It could be that the "skate" had corrosion or arcing issues in the past. If that same area was over the "both positions it could result in intermittent contact to one or both mags causing one or both to drop out with vibration. Possible?

    11. Maybe I used the wrong words when I said - "I think you are forgetting the fact that the key was off. If the key was in the both position, this wouldn't be an issue."

      Yes, there is an issue regardless.... But the issue would not have caused the aircraft to go down if the pilot had the key on both like he is supposed to.

    12. You stated "If that same area was over the "both" positions it could result in intermittent contact to one or both mags causing one or both to drop out with vibration."

      Is it that you believe that the mags require ground connection through the switch in the "both" position to enable operation?

      Stating "intermittent contact to one or both mags causing one or both to drop out" suggests that you believe that "both" completes an enabling circuit. "Both" position is open circuit - no connections.

      People sometimes have difficulty understanding switching of circuits when it is not configured as a supply that is switch-connected to a load. Intermittent contact drops the load in that arrangement.

      The p-leads on a mag do not enable the mag to run by connection to ground. Connection of a p-lead to ground stops mag operation. Just have to get your head around that concept of operation.

    13. Thanks for responding with all of your informative comments. Obviously you are a very experienced aircraft technician/A&P. After thinking about it for awhile, I think I have it. The mags are actually always "Hot" (open circuit) unless there is a closed circuit created by introducing the P-lead (ground) through the "skate" to the Left, Right, or Both, which would be the "Off" position, Both L&R mags grounded. (closed circuit) Is this a fair understanding of the basic operation of the switch?
      Thanks, JW

    14. Just to clarify above comment "Both" in this context does not mean key is in the Both position.

    15. Yes! You have it understood!

    16. In my opinion, since the MAG position is clearly OFF and presuming the engine was started with the key in the OFF position, one magneto must have been correctly grounded because: at 1200' ASL, with collective down, RPM at 102%, presuming chilly temperature (they are wearing coats) the Manifold pressure should have been around 14-15'' inHg. Instead, it's around 19-20''. That indicates that the engine is running on one MAG. In that situation, the engine runs a little rough but obviously, the pilot did not notice that. He had to pull 24-25'' for the hover and takeoff run which seems also high (don't think he was overweight with 3 on board and not close to full fuel).
      It would have been highly unlikely to have two faulty grounds making ground at exactly the same time.

    17. Single ground wire connects the switch to ground. Faulty continuity returning there is all it takes.

    18. I don't understand? Please explain why the manifold pressure would be lower if operating with more power (both mags).

    19. When running on just 1 mag, the combustion process is not as efficient to produce the amount of engine power to maintain 102% because there's 6 spark plugs running instead of 12. The governor will increase the air intake to compensate and the manifold pressure will be higher.

    20. This is why if you're flying a plane that's hand propped, you always shut the engine off with the mag switch. Or at least that's my procedure. To make sure you know the mag switch actually works. Yes, you always treat the prop as if it's hot, but still check the mags that way.

    21. If you shut off the engine using the mag switch instead of mixture cutoff, you are leaving fuel vapors in the cylinders. This seems more dangerous and increases cylinder corrosion. If you want to make sure the switch works, you will know during runup if you get a drop when you switch L and R.

  14. There was a train of thought during my early fixed wing career that pilots who managed a gear up landing would make good hires, because they sure as hell won't do it again.

    Thank goodness all are ok.

  15. The video from the back seat is linked below.
    Notice front passenger is not buckled up, lucky to not get injured.

    The Chief Pilot needs to call a safety meeting, apparently.

  16. 5 times lucky in two minutes:
    1. Caught the moment of autorotation
    2. Ditched power lines
    3. Ditched trees
    4. Landed quite smoothly, everyone unscathed
    5. Unbuckled front passenger wasn't thrown out on landing.

    I guess these folks spent their stock of luck for several years to come.

    Conclusion: HAIL CHECKLISTS.

  17. The look on his face when he goes to switch off the mags–then doesn't turn the switch–says it all. Oops! Sorry guys. I've had hot mags at least 2x when the switch was off. Also, he clearly didn't do a mag check or he would have noticed it.

  18. you can see in the thumbnail for the video the mag is in the off position!

    1. So lukewarm autorotation (no flare) that most likely will total the heli and of his own doing as cause. I guess we can always find self induced heros. The NTSB will clarify but seems indeed the mags were misplaced and basic checklist items were missed per the video.

    2. This comment has been removed by the author.

    3. Unable to edit, I deleted my comments to add some intriguing info others have noticed.

      My guess is the majority of hunters aren't interested in the preflight or startup procedures that may be as boring as watching grass grow. The video starting with the group loaded, R44 warmed up, appears to be the time when the go pro was turned on. Whether the pilot did preflight, startup and performed checklist procedures isn't known here. The NTSB will investigate all factors to determine why this heli crashed. However, video and googling control panel images appear to show the mag switch may have been inadvertently left in the OFF position and discussions centered around a faulty mag switch allowing engine startup.

      I reviewed the video that may be used for the NTSB investigation. If other R44 fliers can corroborate, it does appear as the mag switch was left in the off position at the beginning of the video with the R44 already warmed up on the ground just seconds from lifting off into a hover before heading out.This video may be the most revealing evidence.

  19. Sad to see a bird so busted up from such a preventable circumstance.

  20. It’s been weeks since my “comment”, reading the replies to my statement demonstrates how people don’t follow threads and pipe in their replies.
    I never made reference to the MAG switch. In my opinion, it’s hard to determine in the video. But, with that said I’ve never flown a R44. My helicopter career has all been in turbine powered craft.
    My whole point was the procedure used for takeoff. CFI’s would benefit their students by having them do a low level ( 3’) slow forward speed ( 5mph) crawl for a couple of minutes, before proceeding to take off. Point is, if something is going to break, or if a critical checklist item has been overlooked .. it’s better to have failure at 3’ versus the coffin corner.

  21. Leo - Your March 4 comment on procedure to safely depart was good input, nobody would disagree with the low speed crawl at 3'. No replies to that part was because nobody saw controversy in that recommendation.

    The mag switch position was and is the big comment generator for the accident. There were lots of responses while people worked through the Raven II vs Raven I position difference. You are correct that you did not say "switch", but starting your March 4 comment with "Magnetos are on “both” position" could only be expected to be interpreted as referring to the switch position. Text communication has shortcomings sometimes.

    Good practices and discipline from your Army Helicopter piloting are worth passing along, whether acknowledged by others or not.

    1. Thank you. My correction as to my comment about the MAG switch.

      Although this discussion seems to be over as of June, I’m curious about one thing. Since the magneto switch is obviously in the off position, how the hell did this whole crash happen? You have to rotate the switch past BOTH to prime and start, correct? Just like in my A36.. Once started you eventually do the mag check, left .. right .. back to both. This accident implies the pilot went to the off position after start? After mag checks? After a checklist? I understand a bad P lead, but really. Sounds like time for a thorough biennial. No one was injured, that’s the main thing, above all else.
      As for aerial shooting, hunting .. whatever you call it. Sounds o me like the potential for several wounded pigs. It’s not cowardice, but it’s certainly not sport. I’ve flown many a mission with a crew member manning a M240 and know first hand how difficult it is to be on target when the target is moving as well a the helo. Semi auto? Shaking my head. I hate the idea of wounding.

    2. Leo - The Raven II uses the momentary switch position past "Both" for prime. The start button is on one of the sticks.

      In this accident, the bird had been moved and shut down. No checklist was used for the next start a few minutes later and no additional prime was required. With P-lead ground path intermittent, it was started from the stick while the mag switch was still positioned to off. Vibration restored the ground and down it went.

      Look close at the switch in this photo. It has "prime" marked where you find start in the A36.

  22. So obviously both mags were NOT OFF, otherwise he wouldn’t have even been able to start the thing or lift, so even if it was one mag off that shouldn’t bring down a R44 II

  23. Here is the NTSB docket,

    They claimed a electrical malfunction of the L mag