TARPON SPRINGS, FL, USA
N6786M
Hughes 269A
The flight had departed from an island after completing a mosquito control inspection. The pilot said he was at a cruise setting of '23 inches [manifold] plus 2800 rpm' and at an altitude of 200 feet above the water, when the engine started 'missing' and 'failed to develop enough power to maintain flight.' The engine sputtered and regained full power. The pilot was setting up for an autorotation with a forward airspeed of 50 knots. The pilot further said he had 'split the needles,' and had set the engine rpm at 2,000. When he decelerated the helicopter at 50 feet above the water, the engine came back on line. The pilot then 'joined' the needles and established an attitude to continue flight when the landing skid contacted the water. A test run was performed on the engine. Due to damage to the magneto's and the ignition harness, these components had to be repaired prior to running the engine. The test run of the engine revealed no discrepancies at all power sittings.
On September 17, 1997, about 1100 eastern daylight time, a Hughes 269A helicopter, N6786M, registered to Pasco County Mosquito Control District, operating as a Title 14 CFR Part 91, local public-use flight, lost engine power and impacted with water during a forced landing near Tarpon Springs, Florida. Visual meteorological conditions prevailed, and no flight plan was filed. The helicopter was substantially damaged. The commercial-rated pilot was not injured. The flight had originated from Ancolote Island, Florida, at 1055. The flight had departed the island after completing a mosquito control inspection, and was at a low altitude, when the pilot reported that the engine lost power. The pilot said he was at a cruise setting of "23 inches [manifold] plus 2800 rpm," at an altitude of 200 feet above the water, when the engine started "missing" and "failed to develop enough power to maintain flight." He said the engine sputtered and regained full power. The pilot was setting up for an autorotation, with a forward airspeed of "50 knots." The pilot said "...[he] split the needles, engine rpm [was] approximately 2,000 rpm, plus missing, at the flair or decel [sic] point, 50 feet above the water, the engine came back on line." The pilot then "joined" the needles and established an attitude to continue flight, when the landing skid contacted the water. A test run was performed on the engine from N6786M under the supervision of the FAA. According to the inspector's statement, "...due to damage to the magneto's and the ignition harness...these components had to be repaired prior to running the engine." The test run of the engine revealed that "it ran normal at all power sittings...the reason for losing power...[could] not positively be determined."
the loss of engine power for undetermined reasons.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
