# Accident 19980817021069A: Hughes 269C, Houston, TX, August 17, 1998

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: August 17, 1998, 18:10 local time
- Place: Houston, TX
- Airport: Andrau Airpark Airport
- Damage: Substantial damage
- Phase of flight: Autorot Descent (Rotorcraft)
- Operating rules: General operating rules (Part 91)
- Location: 29.7501° N, 95.6204° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=29.7501&lon=-95.6204&mi=10
- Aircraft: N1103R, a cancelled registration (https://openairdocs.org/deregistered/N1103R-2013-09-20) (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
- Fatal injuries: 0
- Pilot flight hours: 7,845 total, 22 in this make and model, 95 in the last 90 days
- NTSB investigation: [NTSB FTW98LA362](https://openairdocs.org/ntsb/FTW98LA362) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19980817021069A

## Narrative

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

HELICOPTER BEGAN TO LOSE ROTOR RPM. TRIED TO AUTO ROTATE BUT WAS UNSUCCESSFUL, AND ACFT CRASHED WHILE ON APPROACH. (.4) DURING AN INSTRUCTIONAL SOLO CROSS-COUNTRY FLIGHT, ABOUT 1 HOUR 25 MINUTES AFTER TAKEOFF, THE HELICOPTER'S ENGINE LOST POWER. DURING THE ENSUING AUTOROTATIONAL LANDING, THE HELICOPTER IMPACTED TREES.  THE PILOT REPORTED THAT AFTER THE SECOND TIME THE ROTOR RPM BRIEFLY DECREASED FROM THE NORMAL OPERATING RANGE, HE ELECTED TO LAND THE HELICOPTER.  THE PILOT FURTHER REPORTED THAT THE ENGINE 'SOUNDED' OKAY.  DURING THE DESCENT FOR LANDING, AT 1,000 FEET MSL, THE ENGINE STARTED LOSING POWER.  A WITNESS OBSERVED THE HELICOPTER AT AN ESTIMATED ALTITUDE OF 1,500 FEET.  THE ENGINE WAS 'CUTTING IN AND OUT AND THE AIRCRAFT WAS YAWING.'  EXAMINATION OF THE ACCIDENT SITE BY FAA INSPECTORS REVEALED NO EVIDENCE OF A FUEL SPILL.  A TOTAL OF ONE CUP OF FUEL WAS DRAINED FROM BOTH FUEL TANKS, AND ABOUT ONE OUNCE OF FUEL WAS FOUND IN THE GASCOLATOR.  ACCORDING TO THE HELICOPTER MANUFACTURER, THE FUEL CONSUMPTION FOR THIS HELICOPTER IS 12-14 GALLONS PER HOUR.  THE AIRLINE TRANSPORT RATED PILOT UNDERGOING INSTRUCTION FOR A HELICOPTER RATING AND HIS FLIGHT INSTRUCTOR VISUALLY CHECKED T UEL LEVEL PRIOR TO DEPARTURE. THE FLIGHT INSTRUCTOR ESTIMATED THERE WAS A TOTAL OF 25 GALLONS OF FUEL ON BOARD.                                      (-23) AIRCRAFT N1103R WAS ENROUTE FROM GLS TO IWS ON A SOLO TRAINING FLIGHT. MR. JAY KNUDSEN WAS THE ONLY OCCUPANT ON BOARD THE ROTOR RPM BECAME ERRATIC AROUND THE AAP AREA. MR. KNUDSEN INITIATED AN AUTOROTATION, BUT ROTOR RPM WAS TOO LOW. THE AIRCRAFT CRASHED ALONG SIDE OF A ROAD JUST NORTH OF APPROACH END OF RUNWAY 16 AT AAP. UPON ARRIVAL I DISCOVERED THAT THERE WAS ONLY ABOUT ONE CUP OF FUEL TOTAL IN BOTH TANKS, AND ONLY A FEW DROPT IN THE SUMP. THE AIRCRAFT LOST POWER AND CRASHED DUE TO FUEL STARVATION. I RECOMMEND COUNSELING AND INSTRUCTION ON FUEL PLANNING WITH A QUALIFIED ROTORCRAFT INSTRUCTOR PILOT.

## 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 FTW98LA362](https://openairdocs.org/ntsb/FTW98LA362), Aug 17, 1998: Hughes 269C (N1103R), Houston, TX, substantial damage. Probable cause: The pilot's failure to refuel the helicopter which resulted in the loss of engine power due to fuel exhaustion. A factor was the lack of suitable terrain for the forced landing.

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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