# Accident 19980102000039A: Hughes 269C, Riviera, TX, January 2, 1998

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: January 2, 1998, 08:30 local time
- Place: Riviera, TX
- Damage: Substantial damage
- Phase of flight: Fcd/Prec Ldg From Cruise
- Operating rules: General operating rules (Part 91)
- Location: 27.2800° N, 97.8097° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=27.2800&lon=-97.8097&mi=10
- Aircraft: N1091Y, a cancelled registration (https://openairdocs.org/deregistered/N1091Y-2013-08-27) (OpenAirDocs)
- Registry model: Hughes 269C (registry code 4470504, https://openairdocs.org/model/hughes-269c) (OpenAirDocs)
- Registry engine: Lycoming HIO-360 series (registry code 41524, https://openairdocs.org/engine/lycoming-hio-360-series) (OpenAirDocs)
- Reported make and model: HUGHES 269C
- Reported engine: LYC HIO360D1A
- People aboard: 2
- Fatal injuries: 0
- Pilot flight hours: 567 total, 567 in this make and model, 254 in the last 90 days
- NTSB investigation: [NTSB FTW98LA084](https://openairdocs.org/ntsb/FTW98LA084) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19980102000039A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

ENGINE QUIT WHILE HERDING CATTLE. AUTOROTATED TO HARD LANDING MAIN ROTORS CHOPPED TAIL BOOM.  (.4)FOLLOWING A TOTAL LOSS OF ENGINE POWER, DURING A CATTLE HERDING FLIGHT, THE PILOT EXECUTED AN AUTOROTATION TO AN AREA CONFINED BY TREES.  ENGINE EXAMINATION REVEALED A BROKEN CRANKSHAFT AND CAMSHAFT.  THE CAMSHAFT EXHIBITED DEFORMATION CONSISTENT WITH OVERLOAD.  ALL FOUR CYLINDER MOUNTING FLANGES WERE FREETED AND ALL PISTON RINGS SHOWED 'EXCESSIVE' WEAR.  THE #1 AND #4 CYLINDER TOP COMPRESSION RINGS WERE BROKEN.  MAIN BEARING SADDLE FACES OF THE CRANKCASE SHOWED HEAVY FREETING.  THE ENGINE MANUFACTURER MATERIALS LABORATORY REPORTED THE MODE OF FRACTURE OF THE CRANKSHAFT WAS FATIGUE.  THE FATIGUE ORIGINATED FROM THE OIL HOLE (BETWEEN #3 MAIN AND #3 CRANKPIN JOURNALS) IN THE CHEEK AND NEAR THE REAR FILLET RADIUS OF THE #3 MAIN BEARING JOURNAL.  THE CAUSE OF THE FATIGUE WAS NOT DETERMINED.  DURING THE OVERHAUL, THE CRANKSHAFT RECEIVED A MAGNAFLUX INSPECTION AND RE-NITRIDING BY AN INSPECTION FACILITY.  THE ENGINE WAS REASSEMBLED AND RETURNED TO SERVICE BY COMPANY MAINTENANCE PERSONNEL.  THE ENGINE HAD 1150.6 HOURS SINCE OVERHAUL.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB FTW98LA084](https://openairdocs.org/ntsb/FTW98LA084), Jan 2, 1998: Hughes 269C (N1091Y), Riviera, TX, substantial damage. Probable cause: The total loss of engine power due to a fatigue failure of the crankshaft for undetermined reason. A factor was the lack of suitable terrain for the forced landing.

## Other reports on N1091Y (1)

Matched to the same aircraft by N-number and date.

- [Accident 19971231046889A](https://openairdocs.org/incident/19971231046889A), Dec 31, 1997: Hughes 269C (N1091Y), Riviera, TX, No damage. (-23) On December 31, 1997, at 0830 CDT, a Hughes 269C helicopter, N1091Y registered to smith helicopters, inc., sustained substantial damage during an…

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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