# Accident 19990226001849A: Helio H800, Prescott, AZ, February 26, 1999 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: February 26, 1999, 11:57 local time - Place: Prescott, AZ - Airport: Ernest A Love Field - Damage: Substantial damage - Phase of flight: Level Off Touchdown - Operating rules: General operating rules (Part 91) - Location: 34.6198° N, 112.4193° W: From the FAA, an estimate near the named town, within about 3 miles - Nearby events: https://openairdocs.org/map.md?lat=34.6198&lon=-112.4193&mi=10 - Aircraft: N666X (not matched to a registry record) - Reported make and model: HELIO H800 - Reported engine: WALTER M601* - People aboard: 1 - Fatal injuries: 0 - Pilot flight hours: 3,519 total, 7 in this make and model, 137 in the last 90 days - NTSB investigation: [NTSB LAX99LA110](https://openairdocs.org/ntsb/LAX99LA110) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19990226001849A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ACFT WAS ON TEST FLIGHT, EXPERIENCED ENGINE CONTROL PROBLEMS, AND SUBSEQUENTLY LANDED HARD, OTHER CIRCUMSTANCES ARE UNKNOWN. (.19)ON FEBRUARY 26, 1999, ABOUT 1157 HOURS MOUNTAIN STANDARD TIME, AN EXPERIMENTAL HELIO JERGINS, N666X, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT PRESCOTT, ARIZONA. THE AIRCRAFT DEPARTED PRESCOTT ABOUT 1110 ON A LOCAL FLIGHT TO TEST A NEWLY INSTALLED ENGINE. HELIO ENTERPRISES OF PRESCOTT WAS THE OPERATOR AND THE FLIGHT WAS CONDUCTED UNDER 14 CFR PART 91. THE AIRLINE TRANSPORT PILOT/OWNER, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED. THE PILOT STATED THE AIRCRAFT HAD BEEN AN UNCOMPLETED AIRFRAME WHEN THE MANUFACTURER WENT OUT OF BUSINESS AND HAD BEEN PURCHASED AND COMPLETED BY AN INDIVIDUAL. HE HAD A WALTERS M-601 FREE TURBINE ENGINE INSTALLED ON THE AIRFRAME AND WAS SEEKING CERTIFICATION OF THIS COMBINATION. HE HOPED TO SELL CONVERSION KITS IF IT PROVED SUCCESSFUL. A PREVIOUSLY INSTALLED ENGINE HAD FUEL CONTROL PROBLEMS AND EXHIBITED METAL CONTAMINATION IN THE OIL. THE AIRCRAFT HAD FLOWN APPROXIMATELY 5 HOURS WITH THE ENGINE, WHICH WAS REMOVED AND REPLACED WITH THIS ENGINE, Y NEWER VERSION WITH LOWER TIME. THIS WAS THE FIRST FLIGHT WITH THIS ENGINE. THE PILOT SAID HE INTENDED TO STAY WITHIN 50 MILES OF PRESCOTT AND DO SOME BASIC CONTROL CHECKS. THIS PART OF THE FLIGHT WAS SUCCESSFUL AND HE RETURNED TO PRESCOTT AND PERFORMED SEVERAL LANDINGS. HE STATED HE MAINTAINED OVER 70 KNOTS IN THE PATTERN FOR THESE LANDINGS. FEELING MORE COMFORTABLE, HE DECIDED TO MAKE A MORE AGGRESSIVE STOL (SHORT TAKEOFF AND LANDING) APPROACH. THIS WOULD REQUIRE HIM TO FLY ABOUT 60 KNOTS AND REQUIRED MORE PRECISE POWER CONTROL. HE WAS TRYING TO DETERMINE IF THIS ENGINE WOULD NOT LAG IN RESPONSE TIME AND OFFER THE POWER CONTROL REQUIRED. SHORTLY AFTER TURNING FROM THE BASE LEG TO FINAL, THE PROPELLER SLIPPED INTO THE BETA (REVERSE PITCH) RANGE. AT AN ALTITUDE OF 150 FEET HE DIDN'T THINK HE COULD LOWER THE NOSE AND ATTAIN THE 70-KNOT AIRSPEED HE NEEDED TO FLARE NORMALLY. HE ELECTED TO MAINTAIN HIS THREE-POINT ATTITUDE AND TRIED TO SLIGHTLY INCREASE POWER TO GET THE PROPELLER TO COME OUT OF BETA. NORMALLY, BETA IS OBTAINED BY DEPRESSING A THUMB LEVER THAT LIFTS A PIN, ALLOWING THE CONTROL LEVER TO BE MOVED INTO THE BETA RANGE. NO RESPONCE WAS NOTICED SO HE CONTINUED TO SLOWLY ADVANCE THE POWER. THE AIRCRAFT TOUCHED DOWN AT APPROXIMATELY 1,000-FEET-PER-MINUTE RATE OF DESCENT. THIS SHEARED THE BOLT FOR THE RIGHT MAIN LANDING GEAR AND THE BOLT HOLDING THE TAIL YOKE ONTO ITS SPINDLE. THE RIGHT MAIN GEAR COLLAPSED AND THE RIGHT WING STRUCK THE GROUND. THE RIGHT OUTBOARD WING PANEL WAS WRINKLED, THE OUTBOARD PORTION OF THE FLAP AND AILERON WAS BENT, AND NUMEROUS RIBS BUCKLED. THE TAIL YOKE SMASHED THE BOTTOM OF THE RUDDER. ALL THREE PROPELLER BLADES WERE DAMAGED AND PARTS OF THE EXHAUST PIPES WERE FLATTENED. ADDITIONALLY, THE STARTER AND FUEL CONTROL UNITS SEPARATED FROM THE ENGINE. (-23)'SEE ATTACHED NARRATIVE' (NO ATTACHMENT GIVEN) (.4)ON FEBRUARY 26, 1999, AT 1157 HOURS MST, AN EXPERIMENTAL HELIO JERGINS H 800, N666X, SUSTAINED SUBSTANTIAL DAMAGE DURING A HARD LANDING AT PRESCOTT, ARIZONA. THE AIRPLANE DEPARTED PRESCOTT ABOUT 1110 ON A LOCAL FLIGHT TO TEST A NEWLY INSTALLED ENGINE. HELIO ENTERPRISES OF PRESCOTT OPERATED THE FLIGHT UNDER THE PROVISIONS OF 14 CFR PART 91. THE AIRLINE TRANSPORT PILOT/OWNER, THE SOLE OCCUPANT, WAS NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED THE AIRPLANE HAD BEEN AN UNCOMPLETED AIRFRAME WHEN THE ORIGINAL MANUFACTURER WENT OUT OF BUSINESS. IT HAD BEEN PURCHASED AND COMPLETED BY ANOTHER INDIVIDUAL. HE INSTALLED A WALTERS M-601 FREE TURBINE ON THE AIRFRAME AND WAS SEEKING FAA CERTIFICATION OF THIS COMBINATION. A PREVIOUSLY INSTALLED ENGINE HAD FUEL PROBLEMS AND EXHIBITED METAL CONTAMINATION IN THE OIL. THE AIRPLANE HAD FLOWN APPROX. 5 HOURS WITH THAT ENGINE. IT WAS REMOVED AND REPLACED WITH THIS ENGINE, A NEWER VERSION WITH LOWER TIME. THIS WAS THE FIRST FLIGHT OF THE AIRPLANE SINCE THIS ENGINE HAD BEEN INSTALLED. THE PILOT SAID HE INTENDED TO STAY WITHIN 50 MILES OF PRESCOTT TO DO SOME BASIC CONTROL CHECKS; THIS PART OF THE FLIGHT WAS SUCCESSFUL. HE RETURNED TO PRESCOTT AND PERFORMED SEVERAL LANDINGS. HE STATED HE MAINTAINED OVER 70 KNOTS IN THE PATTERN FOR THESE LANDINGS. FEELING MORE COMFORTABLE, HE DECIDED TO MAKE A MORE AGGRESSIVE STOL (SHORT TAKEOFF AND LANDING) APPROACH. THIS WOULD REQUIRE HIM TO FLY ABOUT 60 KNOTS AND REQUIRED MORE PRECISE POWER CONTROL. HE WAS TRYING TO DETERMINE IF THIS ENGINE WOULD NOT LAG IN RESPONSE TIME AND OFFER THE POWER CONTRO L REQUIRED. SHORTLY AFTER TURNING FROM THE BASE LEG TO FINAL, THE PROPELLER SLIPPED INTO THE BETA (REVERSE PITCH) RANGE. AT AN ALTITUDE OF 150 FEET HE DIDN'T THINK HE COULD LOWER THE NOSE AND ATTAIN THE 70-KNOT AIRSPEED HE WOULD NEED TO FLARE NORMALLY. HE ELECTED TO MAINTAIN HIS THREE-POINT ATTITUDE AND TRIED TO SLIGHTLY INCREASE POWER TO GET THE PROPELLER TO COME OUT OF BETA. NORMALLY, BETA IS OBTAINED BY DEPRESSING A THUMB LEVER THAT LIFTS A PIN, ALLOWING THE CONTROL LEVER TO BE MOVED INTO THE BETA RANGE. NO RESPONSE WAS NOTICED SO HE CONTINUED TO SLOWLY ADVANCE THE POWER. THE AIRPLANE TOUC HED DOWN AT APPROX. 1,000 FEET-PER-MINUTE RATE OF DESCENT. THIS SHEARED THE BOLT FOR THE RIGHT MAIN LANDING GEAR AND THE BOLT HOLDING THE TAIL YOKE ONTO ITS SPINDLE. THE RIGHT MAIN GEAR COLLAPSED AND THE RIGHT WING STRUCK THE GROUND. THE GROUND STRIKE WRINKLED THE RIGHT OUTBOARD WING PANEL, BENT THE OUTBOARD PORTION OF THE FLAP AND AILERON, AND BUCKLED NUMEROUS RIBS. THE TAIL YOKE SMASHED THE BOTTOM OF THE RUDDER. THE STARTED AND FUEL CONTROL UNITS SEPARATED FROM THE ENGINE. THE FAA ACCIDENT COORDINATOR EXAMINED THE AIRPLANE, ENGINE AND DOCUMENTATION. THE PROPER MECHANICAL MANUALS WERE AVAILABLE AND THE INSTALLATION APPEARED TO COMPLY WITH THE MANUALS. HE DID NOT OBSERVE ANY MECHANICAL DAMAGE TO THE CONTROLS OR LINKAGES THAT CONTROLLED THE PROPELLER. ALL LINKAGES AND JAM NUTS WERE SECURED AND THE LINKAGES APPEARED TO BE PROPERLY ADJUSTED. ## 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 LAX99LA110](https://openairdocs.org/ntsb/LAX99LA110), Feb 26, 1999: Helio Jergins H 800 (N666X), Prescott, AZ, substantial damage. Probable cause: The malfunction of the propeller for undetermined reasons at an altitude too low for the pilot to take effective remedial action. 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.