Rusk, TX, USA
N8768F
Hughes 269A
A 450-hour commercial helicopter pilot departed approximately 0615, on the return leg of a personal cross-country flight. About 0805 two witness saw the helicopter following a road. The first witness reported seeing the helicopter following the highway heading north at a "normal" height. They then saw the helicopter "lose altitude very quickly". The second witness, who was heading south, said he saw a helicopter low over the [highway] median heading north, "lower than tree line, 20 to 30 feet". The witness also stated, "the pilot was concentrating on the center gauges, [and] console, [and he] was working the controls fast and vigorous." Both the FAA inspector and Department of Public Safety Trooper noted that the helicopter impacted power lines prior to impacting the ground. The top and forward sections of the left and right landing skids showed evidence of a wire strike. The fuel tank had been breached near the top of the tank, however approximately 3 quarts of fuel was drained from the tank through the gascolator. The blades were absent of leading edge gouges. One blade was bent "upwards", the two other blades were bend "downwards", with one of the blades having scuff and paint marks consistent with the tail rotor boom. The scuffed blade also had slight buckling on the trailing edge. The main rotor drive shaft and housing was broken from the transmission; the main rotor drive shaft was bent about 45 degrees and lacked any "twisting" motion. The tail rotor drive shaft was separated in two, with no twisting motion at the break. The shaft had scuff and paint transfer marks longitudinally along the shaft. The tail rotor blades had numerous impact marks on the sides of the blades, removing paint and leaving small dents in the blades. The leading edges of the blades were absent of leading edge gouges. The mixture control cable clamp, on the fuel servo was metal and had no rubber cushion in it. The clamp had no "holding effect" on the mixture cable and the cable was free to move out of the clamp. The bottom set of sparkplugs were examined and all four were worn out-normal to worn out-severe, and lead fouled. Control continuity through the cyclic and collective has established. However, three bolts connecting the cyclic controls were missing the safety cotter pins. Additionally, one of the castled nuts had had backed off, and was within a few threads of "falling" off. A post-accident engine run was accomplished. The engine was started and run through the operating rpm range, with no noted abnormalities. After shut-down, fuel would "leak" through the servo, and out the induction system, when the mixture was left in the full-rich position. The reason for the lost of engine power could not be determined.
HISTORY OF FLIGHT On June 15, 2005, approximately 0805 central daylight time, a single-engine Hughes 269A helicopter, N8768F, sustained substantial damage when it collided with an unmarked static power line following a loss of engine power near Rusk, Texas. The commercial pilot, sole occupant of the helicopter, was fatally injured. The helicopter was registered to JLF Aviation, of Wilmington, Delaware. Visual meteorological conditions prevailed and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The 85-nautical mile cross-country flight originated from the Shreveport Downtown Airport (DTN), near Shreveport, Louisiana, at approximately 0615, and was destined for the Cherokee County Airport (JSO), near Jacksonville, Texas. Prior to the accident flight, the pilot flew the helicopter from JSO, where the helicopter was normally hangared, to DTN. On June 14, 2005, a fuel receipt showed that the helicopter was serviced with 19.4 gallons of AVGAS fuel. The control tower at DTN is open daily from 0700 to 2200. The tower did not have a record of the accident pilot's departure on June 15; however, personnel at the airport that morning, reported to a Federal Aviation Administration (FAA) inspector, that they observed the accident pilot around 0600 and believed he had departed around 0615. The pilot was not in communication with air traffic control during the accident flight. The FAA inspector, who traveled to the scene of the accident, reported several eye-witnesses. Two witnesses provided statements to the Safety Board. Below is a summary of their statements: Two witnesses who were traveling together in an automobile, reported observing the helicopter paralleling the highway heading north at a "normal" height. They then saw the helicopter "lose altitude very quickly." The witnesses then lost sight of the helicopter, but did report observing debris fly into the air. As the witnesses crested the top of a hill, they found the wreckage of the helicopter. The second witness, who was heading south, reported seeing a helicopter flying low over the [highway] median heading north, "lower than tree line, at about 20 to 30 feet." He further stated, " the pilot was concentrating on the center gauges, [and] console, [and he] was working the controls fast and vigorous". PERSONNEL INFORMATION The pilot held a commercial pilot certificate for helicopters and a private pilot, single-engine land certificate for airplanes. The pilot's last FAA second-class medical was issued on February 10, 2004. At the time of his last medical examination the pilot reported having accumulated 450-hours of flight time. AIRCRAFT INFORMATION The accident helicopter was a 1962 Hughes 269A, powered by a single Lycoming 360 series reciprocating engine. In the course of the investigation, the airframe and engine maintenance logs were not located. METEOROLOGICAL INFORMATION At 0745, the automated weather observation system at JSO, approximately 5 miles northwest from the accident site, reported wind from 010 degrees at 5 knots, 7 statute miles visibility, a clear sky, temperature 79 degrees Fahrenheit, dew point 72 degrees Fahrenheit, and an altimeter setting of 30.02 inches of Mercury. WRECKAGE AND IMPACT The accident site was located approximately 5 miles south of JSO. Both the FAA inspector and Department of Public Safety Trooper noted that the helicopter had impacted power lines prior to ground impact. The wreckage was recovered to Air Salvage of Dallas, in Lancaster, Texas for further evaluation. Air Safety Investigators from the NTSB and engine manufacturer inspected the helicopter at the salvage yard. The initial review of the helicopter was accomplished on June 21, 2005. The bubble cabin had been crushed and the tail-boom was separated from the main wreckage along with the main rotor. The cabin floor along with the center instrument console was bent forward and down, just forward of the seats. The engine remained attached to the airframe and showed no signs of impact damage, with the remaining helicopter fuselage crushed toward it. The top and forward sections of the left and right landing skids showed evidence of a wire strike. The fuel tank had been breached near the top of the tank; however, approximately 3 quarts of fluid was drained from the tank through the gascolator. The fluid was absent debris and was light blue in color. About 6.5 quarts of engine oil was observed in the oil sump. The main rotor consisted of three main rotor blades. The blades were absent of leading edge gouges and cordwise scratches. One blade was bent "upwards" and the two other blades were bend "downwards". One of the downward bent blades had scuff and paint marks consistent with the tail rotor boom. The scuffed blade also had slight buckling on the trailing edge. The main rotor drive shaft and housing was broken from the transmission; the main rotor drive shaft was bent about 45 degrees and lacked any twisting motion. The transmission drive belts were all accounted for, though displaced from impact. The drive shaft was disconnected from impact, showing no signs of being driven during separation; the drive splines showed no grinding, and the drive gear had only minor contact damage on the edge of the gear. The tail rotor drive shaft was found separated in two, with no twisting motion at the break. The shaft had scuff and paint transfer marks longitudinally along the shaft. The tail rotor blades had numerous impact marks on the sides of the blades, removing paint and leaving small dents in the blades. The leading edges of the blades were absent of leading edge gouges. The center instrument console was damaged by the accident sequence and the ignition switch was found in the off position, with the ignition key bent to the right. The generator, battery, and rotating beacon switches were found in the "on" position, with the fuel boost pump switch in the "off" position. The rotor clutch switch was found to be engaged. The engine mixture and fuel cut-off levers were found in the full rich and "on" positions. The mixture control arm on the fuel servo was in the idle cut-off position, with the control cable pulled from the clamp. The internal wire was firmly attached to the mixture control arm. The mixture cable sheathing was oil soaked near the fuel servo and approximately two inches of the sheathing had deteriorated, expositing the metal shielding underneath. The mixture control cable clamp, on the fuel servo was metal and had no rubber cushion in it. The clamp had no "holding effect" on the mixture cable and the cable was free to move out of the clamp. The bottom set of sparkplugs were removed and examined and all four exhibited similar traits. Per the Champion aviation check-a-plug guide, the sparkplugs were worn out-normal to worn out-severe, and lead fouled. Blue stains were found on the engine near the fuel lines/injector on the right side. The exhaust pipes exhibited a light gray discoloration near the cylinders. Flight control continuity through the cyclic and collective was established. However, three bolts connecting the cyclic controls were missing the safety cotter pins. Additionally, one of the castled nuts had had backed off, and was within a few threads of "falling" off. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on June 16, 2005, by the Southeast Texas Forensic Center, Tyler, Texas. Toxicological Testing was conducted by the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. ADDITIONAL INFORMATION An engine run was performed on October 27, 2005, with representatives from the NTSB and engine manufacturer present. Approximately 2 gallons of fuel was added to the helicopter's fuel tank. The main fuel line and fuel dump line attached to the fuel tank was replaced due to leakage. In order to run the engine, the mixture control was wired to the full rich position at the fuel servo. A separate starter circuit, with a battery, was wired. An electric fuel boost-pump switch, along with engine gauges were hooked-up. The engine was started and run through the operating rpm range and no abnormalities being noted during the run. After the engine was shut-down, fuel was observed "leaking" through the fuel servo and out the induction system when the mixture control arm was left in the full-rich position.
A loss of engine power for undermined reasons, and the subsequent collision with power lines and the ground. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB Aviation Accident Database
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