Hughes 369 N530FU

Summary

On 21 August 2018 at about 17:18 local time, a Hughes 369 registered N530FU, operated by Brunner Aerospace, was involved in an accident near Granger, Texas, United States. 2 people were on board and 2 died. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

21 August 2018 at 17:18

Classification

Accident

Location

Granger, Texas, United States

Nearest airport

Georgetown Muni (GTU)

Coordinates

30.6900, -97.4006

Aircraft

Hughes 369

Registration

N530FU

Category

Helicopter

Year built

1984

Engines

1

Operator

Brunner Aerospace

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Georgetown → Temple

Aircraft damage

Destroyed

Weather

VMC

Light

Day

NTSB number

WPR18FA232

2 people died.

The failure of both pilots to see and avoid a power line while maneuvering at low altitude. Contributing to the accident was the flight instructor's decision to not follow the training syllabus and allow the low-level high-speed flight.

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

Read the full NTSB narrative

The flight instructor was providing emergency procedure refresher training, as part of a contract between the US Army and a private contractor, to special operations pilots with the Jordanian Air Force. The accident was intended to be an introductory orientation flight for the pilot receiving instruction of the airports areas where the training would be occurring. Radar data indicated that the helicopter traveled east from the departure airport and climbed to an altitude of about 500 ft above ground level (agl). Afterward, the helicopter began to descend, and flew at altitudes that varied between 0 and 120 ft agl at a groundspeed of about 90 knots. A witness saw the helicopter rapidly approaching his location and reported that the helicopter was flying low in a nose-down attitude. A short time later, the helicopter struck and severed a steel wire power distribution line, and continued to fly until the helicopter impacted the ground about 950 ft beyond the impact point with the line. Most of the severed power line was continuous to the main wreckage location, having likely trailed or been attached to the helicopter after impact. According to the radar data, and impact trajectory, the 36-ft-tall power line support poles would have been hidden from the pilots' view by a stand of trees as the helicopter approached the area. Postaccident examination revealed no anomalies with the airframe or engine that would have precluded normal operation of the helicopter. The wreckage location, which was well beyond the impact point with the power line, was consistent with the helicopter operating at a high forward speed and likely a high engine power. The flight instructor was highly experienced in the accident helicopter make and model and had an extensive military career flying attack missions in helicopters. These missions included navigation and aerial gunnery, which would have required low-level flight close to terrain. Likewise, the pilot receiving instruction flew similar attack missions in helicopters with the Jordanian military. Therefore, it is likely that the flight instructor decided to intentionally deviate from the training syllabus and perform, or allow the pilot receiving instruction to perform, a high-speed, nap-of-the-earth flight for personal reasons, possibly to simulate their working environment, make the flight more interesting or engaging, push limits, or impress each other. The flight instructor had used the sedating antihistamine cetirizine at some time before the accident flight. Although the levels of the drug were well below the therapeutic range, it is not possible to determine if he could have been impaired by the sedating effects during the accident sequence.

Quoted verbatim from the NTSB record.