Hughes 269C N9277R

Summary

On 10 August 2016 at about 01:35 local time, a Hughes 269C registered N9277R was involved in an accident near Howe, Texas, United States. 2 people were on board and one died, one was seriously injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

10 August 2016 at 01:35

Classification

Accident

Location

Howe, Texas, United States

Coordinates

33.5675, -96.5775

Aircraft

Hughes 269C

Registration

N9277R

Category

Helicopter

Year built

1979

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Howe → Howe

Aircraft damage

Substantial

Weather

VMC

Light

Dusk

NTSB number

CEN16FA315

1 person died.

The improper execution of an autorotation following the loss of engine power, which resulted in an uncontrolled descent into terrain. Contributing to the accident was the flight instructor's lack of remedial action during the autorotation.

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

Read the full NTSB narrative

The flight instructor and student pilot were flying the helicopter near dusk about 1,100 ft above ground level (agl) when the instructor initiated a practice autorotation, by reducing the throttle to idle. The engine subsequently experienced a total loss of power; the instructor attempted to restart the engine, but, was unsuccessful. The student provided conflicting statements regarding who was controlling the helicopter during the autorotation and landing, but stated that he started the landing flare about 25 ft agl. He further stated that he did not think that the helicopter's descent had been sufficiently slowed before the helicopter impacted the ground. Upon impact, the tail boom partially separated and the helicopter rolled over, coming to rest on its right side. Postaccident examination of the helicopter and engine did not reveal any mechanical malfunctions or anomalies that would have precluded normal operation. Impact damage precluded any functional testing of the engine and its components, and the reason for the reported loss of engine power could not be determined. The pilot's flight manual stated that an engine restart should not be attempted below 2,000 ft agl, and that, below that altitude, the pilot should conduct a normal autorotation to landing. The manual also stated that the fuel boost pump should be activated before a practice autorotation. The fuel boost pump switch was found in the OFF position. The manual also states that rapid throttle reductions to full idle during flight shall not be conducted at any altitude to minimize the possibility of engine stoppage.

Quoted verbatim from the NTSB record.