Hughes 369D N5110Y

Summary

On 6 July 1996 at about 21:40 local time, a Hughes 369D registered N5110Y, operated by Evergreen Helicopters Inc., was involved in an accident near McMinnville, Oregon, United States. 2 people were on board and 2 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

6 July 1996 at 21:40

Classification

Accident

Location

McMinnville, Oregon, United States

Coordinates

45.1898, -123.2408

Aircraft

Hughes 369D

Registration

N5110Y

Category

Helicopter

Engines

1

Operator

Evergreen Helicopters Inc.

Operating rule

Part 91: General Aviation

Purpose of flight

Unknown

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

SEA96LA144

2 people had minor injuries.

improper maintenance (replacement) and inspection of the engine fuel governor by company maintenance personnel, the pilot's inadequate preflight inspection, and a subsequent disconnect of the adjustable governor lever control rod, which disabled the engine speed governor and resulted in a partial loss of engine power. Factors relating to the accident were: trees and soft terrain in the emergency landing area, and a tailwind during the forced landing touchdown.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The engine fuel governor had been replaced since the previous flight. About 4 minutes after takeoff, while maneuvering at 400 to 500 feet above ground level, the helicopter's Engine Power Out (EPO) warning light and horn activated. The pilot reduced collective and entered an autorotation, but had to turn downwind to clear trees. The engine N2 (power turbine) RPM was stabilized at 88 to 90 percent during the descent, as compared to a normal range of 102 to 103 percent. The helicopter touched down in a soft field at 20 to 25 MPH forward speed, slid about 30 feet, and rolled over. On-site investigators found the adjustable governor lever control rod disconnected from the governor control lever, which a McDonnell Douglas investigator stated would result in loss of automatic governing of engine RPM. The nut and washer for securing the adjustable control rod to the governor control lever were found in the bottom of the engine compartment, but the cotter pin specified for safetying the nut and washer was not located. The aircraft operating handbook directed pilots to check the fuel control and N2 governor linkages during preflight inspection.

Quoted verbatim from the NTSB record.