Hughes 269C N3626B

Summary

On 7 August 2001 at about 16:53 local time, a Hughes 269C registered N3626B was involved in an accident near Lewiston, New York, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

7 August 2001 at 16:53

Classification

Accident

Location

Lewiston, New York, United States

Coordinates

43.2172, -78.9692

Aircraft

Hughes 269C

Registration

N3626B

Category

Helicopter

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Lewiston → Niagra Falls

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

IAD01LA095

Nobody was injured.

The pilot's failure to maintain rotor rpm during the simulated forced landing. Also causal in the accident was the failure of both pilots to recognize the total loss of engine power and the CFI's inadequate remedial actions. A factor in the accident was the loss of engine power for undetermined reasons.

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

Read the full NTSB narrative

The purpose of the helicopter flight was to give the private pilot a practical flight evaluation for a commercial pilot certificate. While in cruise flight, the FAA designated pilot examiner (DPE) initiated a simulated engine failure to the pilot. Neither pilot monitored the engine RPM, and neither noticed that the engine stopped producing power after the DPE reduced the throttle. As a result, the rotor RPM decayed during the attempted powered recovery, the glide distance was reduced, and adequate rotor RPM for cushion at touchdown was not available. The pilot was asked if there were any specific checks or callouts he was to perform in the event of a simulated engine failure. He said that he did not have any required callouts, did not verbalize his intended point of touchdown, or crosscheck the engine RPM until he attempted a powered recovery from the autorotation. The examiner was asked if the applicant was required to check any parameters or make any callouts during his response to the simulated emergency. Specifically, he was asked if the applicant had to confirm the engine idle rpm, and he said no. After the accident, the engine started and ran continuously without interruption.

Quoted verbatim from the NTSB record.