# Accident 20031227035519A: Hughes 269C1, Byron, NY, December 27, 2003 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: December 27, 2003, 14:15 local time - Place: Byron, NY - Damage: Substantial damage - Phase of flight: Sfl Autorotation - Operating rules: General operating rules (Part 91) - Location: 43.0675° N, 78.0903° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=43.0675&lon=-78.0903&mi=10 - Aircraft: N358SS, a cancelled registration (https://openairdocs.org/deregistered/N358SS-2006-03-03) (OpenAirDocs) - Registry model: Schweizer 269C-1 (registry code 8059504, https://openairdocs.org/model/schweizer-269c-1) (OpenAirDocs) - Registry engine: Lycoming HIO-360 series (registry code 41524, https://openairdocs.org/engine/lycoming-hio-360-series) (OpenAirDocs) - Reported make and model: HUGHES 269C1 - Reported engine: LYC HO360C1A - Fatal injuries: 0 - Pilot flight hours: 166 total, 30 in this make and model, 9 in the last 90 days - NTSB investigation: [NTSB NYC04LA051](https://openairdocs.org/ntsb/NYC04LA051) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20031227035519A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (-23) ON DECEMBER 27, 2003 AT APPROXIMATELY 1415 EST, A SCHWEIZER HU-269C-1, BEARING REGISTRATION NUMBER N358SS AND REGISTERED TO DOYLE HELICOPTERS, LL., OPERATING UNDER 14 CFR PART 91 ON A LOCAL PERSONAL FLIGHT, IMPACTED TERRAIN IN A FIELD WITHIN THE TOWNSHIP OF BYRON, NY. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED. THE FLIGHT DID NOT RECEIVE RADAR SERVICES FROM AIR TRAFFIC CONTROL. THE PILOT WAS THE ONLY OCCUPANT ABOARD THE HELICOPTER AND WAS SERIOUSLY INJURED. THE HELICOPTER RECEIVED SUBSTANTIAL DAMAGE. THE FLIGHT ORIGINATED AT THE GENESEE COUNTY AIRPORT IN BATAVIA, NY. ^PRIVACY DATA OMITTED^ WITH THE ASSISTANCE OF REPRESENTATIVES FROM SCHWEIZER AIRCRAFT AND TEXTRON LYCOMING, A MORE DETAILED EXAMINATION OF THE WRECKAGE WILL BE INITIATED ON 1-5-2004. THIS INVESTIGATION REMAINS OPEN. (-23 AMENDMENT) ON DECEMBER 27, 2003 AT APPROXIMATELY 1415 EST, A SCHWEIZER HU-269-1, BEARING REGISTRATION NUMBER N358SS AND REGISTERED TO DOYLE HELICOPTERS, LLC., OPERATING UNDER 14 CFR PART 91 ON A LOCAL PLEASURE FLIGHT, IMPACTED TERRAIN IN A FIELD WITHIN THE TOWNSHIP OF BYRON, NY. VISUAL METEOROL OGICAL CONDITIONS PREVAILED AT THE TIME OF THE ACCIDENT AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT THAT HAD ORIGINATED AT THE GENESEE COUNTY AIRPORT IN BATAVIA, NY. THE FLIGHT DID NOT RECEIVE RADAR SERVICES FROM AIR TRAFFIC CONTROL. THE PILOT, JOHN GOHO WAS THE ONLY OCCUPANT ABOARD THE HELICOPTER AND WAS SERIOUSLY INJURED. THE AIRCRAFT RECEIVED SUBSTANTIAL DAMAGE. THE WRECKAGE WAS RELOCATED TO A HANGAR AT THE GENESEE COUNTY AIRPORT IN BATAVIA, NY ON SUNDAY DECEMBER 28, 2003 FOR FURTHER EXAMINATION. ON FRIDAY JANUARY 2, 2004, FAA INSPECTORS DONALD MANN AND GUIDO F. HASSIG CONDUCTED AN INTERVIEW OF MR. GOHO AT THE ERIE COUNTY MEDICAL CENTER. ACCORDING TO THE PILOT, AT THE TIME OF THE ACCIDENT HE HAD JUST DEPARTED THE LEROY AIRPORT (5G0) FOLLOWING SOME PRACTICE APPROACHES, WHEN HE ATTEMPTED TO PRACTICE AN AUTOROTATION TO A HOVER IN A FRESHLY PLOWED FIELD LOCATED IN THE TOWNSHIP OF BYRON, NY. HE FURTHER STATED: "I STARTED THE AUTOROTATION AT 1,300 FEET AGL...AFTER DESCENDING APPROXIMATELY 300 FEET, I FELT A SHUTTER". HE ADDED THAT THE RATE OF DESCENT BEGAN TO INCREASE, THE AIRSPEED DROPPED BELOW 60 KNOTS AND THE ROTOR RPM BEGAN TO DECAY. HE STATED THAT HE ATTEMPTED TO USE FORWARD CYCLIC CONTROL AND ADD COLLECTIVE TO ARREST THE DESCENT AND INCREASE THE AIRSPEED, HOWEVER, NOTHING APPEARED TO CORRECT THE CONDITION. MR. GOHO EXPLAINED THAT THE HELICOPTER APPEARED TO BE IN A NEAR VERTICAL DESCENT AND HE FLARED SLIGHTLY AT AN ALTITUDE OF LESS THAN 30 FEET. HE ADDED THAT THE AIRCRAFT TOUCED DOWN VERY HARD FROM THIS NEAR VERTICAL DESCENT. ON WEDNESDAY, JANUARY 7, 2004, REPRESENTATIVES FROM SCHWEIZER AIRCRAFT AND TEXTRON LYCOMING, IN COOPERATION WITH THE LOCAL FAA FLIGHT STANDARD OFFICE CONDUCTED A MORE DETAILED EXAMINATION OF THE WRECKAGE. THE EXAMINATION REVEALED THE FOLLOWING INFORMATION: ROTORS: MAIN ROTOR: ALL THREE-ROTOR BLADES WERE STILL ATTACHED TO THE ROTOR HUB. ONE BLADE (YELLOW) WAS BENT AND DEFORMED SIGNIFICANTLY THE OTHER TWO WERE STRAIGHT AND INTACT EXHIBITING ONLY MINOR COMPRESSION BUCKLES AT THE ROOT END TRAILING EDGE. THE MR DAMPERS WERE ALL INTACT AND ATTACHED TO THE PITCH HOUSINGS AND MR BLADES. THE DROOP STOP RETAINER RING WAS BROKEN AND SEPARATED, THE MAJORITY OF IT WAS NOT LOCATED. THE HEADS OF TWO OF THE UPPER THREE MAIN ROTOR HUB ATTACH BOLTS (YELLOW AND RED) EXHIBITED FLATTENING AND IMPACT DAMAGE FROM THE PITCH BEARING SHAFTS. GENERAL CONDITION OF THE ROTOR SYSTEM INDICATES MINIMAL ROTOR RPM AT IMPACT. TAIL ROTOR: THE TAIL ROTOR WAS INTACT AND ATTACHED TO THE GEARBOX AND TAIL BOOM. THERE WAS SOME DAMAGE TO THE FIBERGLASS SKIN OF ONE BLADE. THERE WAS MUD ON THE ASSEMBLY AND INDICATIONS OF GROUND CONTACT. FLIGHT CONTROLS: ALL CONTROLS SHOWED CONTINUITY, ALTHOUGH THE CABIN DAMAGE RESTRICTED THE TRAVEL OF THE CYCLIC. COLLECTIVE SYSTEM HAD CONTINUITY AND OPERATED. THE TAIL ROTOR PEDALS OPERATED AND MOVED THE CABLES OUT TO THE PULLEYS AT THE RIGHT SIDE OF THE CABIN; ONE CABLE WAS SEPARATED IN AN APPARENT OVERLOAD FRACTURE. THE AFT TR BELL-CRANK OPERATED WITH THE REMAINING CABLE. THE TAIL ROTOR CONTROL ROD WAS SEPARATED FROM THE FORWARD AND AFT ROD ENDS, BUT THE ROD WAS INTACT AND OPERATED THROUGH THE TAIL BOOM. THE TR BELL-CRANK OPERATED FREELY AND THE TR PITCH CONTROL AND BLADES RESPONDED CORRECTLY. MEASUREMENT OF THE MR PITCH LINKS INDICATE THEY ARE SLIGHTLY SHORTER THAN NOMINAL LENGTH AND THAT THE COLLECTIVE CONTROL ROD WAS LONG. THESE MEASUREMENTS ARE VERY CLOSE TO THE AVERAGE AIRCRAFT AFTER PRODUCTION FLIGHT TEST AND AIRCRAFT CERTIFICATION. DRIVE SYSTEM: CONTINUITY OF ROTATION WAS CONFIRMED FROM THE ENGINE TO THE MR AND TR. THE LOWER PULLEY-COUPLING SHAFT WAS INTACT WITH NO APPARENT DAMAGE AND WAS ENGAGED IN THE ENGINE COUPLING, ALL SPINES WERE INTACT AND GREASED. THE BELT DRIVE "H" FRAME VERTICAL STRUTS WERE FRACTURED NEAR THE UPPER END, ALL FRACTURE SURFACES APPEARED GREY AND GRANULAR, AND APPEARED TO BE A RESULT OF OVERLOAD FROM GROUND IMPACT. THE BELTS WERE INTACT ALTHOUGH NOT IN THEIR PROPER GROOVES. THE LOWER PULLEY TURNED FREELY ON ITS BEARINGS. THE UPPER PULLEY TURNED FREELY AND THE OVERRUNNING CLUTCH ENGAGED AND DISENGAGED IN THE PROPER DIRECTIONS. THE TR DRIVE SHAFT WAS PULLED FREE OF THE SPINE ADAPTER AT THE UPPER PULLEY AND WAS INTACT ALTHOUGH WITH A SLIGHT BEND AT THE FORWARD END. IT WAS LOCATED WITH THE SEPARATED TAIL BOOM. THE TR GEARBOX ROTATED FREELY AND THE TR ASSEMBLY ROTATED WHEN THE DRIVE SHAFT WAS TURNED. THE CLUTCH CABLE WAS INTACT AND CONNECTED AND THE ACTUATOR WAS RETRACTED. STRUCTURE: TAIL BOOM AND SUPPORTS: THE TAIL BOOM WAS SEPARATED FROM THE AIRCRAFT BY FRACTURES OF THE FORWARD BULKHEAD LUGS. THE SUPPORT STRUTS WERE FRACTURED NEAR THE BOOM CENTER ATTACH FITTING BY MR BLADE IMPACT. THERE WAS A MR BLADE STRIKE CREASE NEAR THE FORWARD END OF THE BOOM ON THE LEFT SIDE AND THE STRUT FRACTURES HAD BLACK PAINT MARK-OFF INDICATING A MR BLADE STRIKE. FRAME: THE STEEL CENTER FRAME SUFFERED SIGNIFICANT DAMAGE WITH ALL LOWER TUBING BENT, KINKED OR FRACTURED FROM IMPACT WITH THE GROUND. THE MAST SUPPORT STRUTS WERE INTACT AND APPEARED STRAIGHT. LANDING GEAR: THE LEFT SKID WAS FRACTURED AT THE FORWARD SIDE OF THE FORWARD STRUT. BOTH CROSS BEAMS WERE SIGNIFICANTLY BENT UPWARDS OUTBOARD OF THE FRAME, AND BOWED AFT IN THE CENTER AREA. LANDING GEAR DAMPERS WERE INTACT WITH FRACTURES AT THE UPPER ATTACHMENT ON TWO. THE DRAG LINKS WERE STRAIGHT. THE STEPS WERE FRACTURED AND SEPARATED AT THE END ATTACHMENTS TO THE CROSSBEAMS. CABIN: THE CANOPY WAS SEPARATED AND FRACTURED IN MULTIPLE LOCATIONS. THE AFT CABIN WALL UPPER BULKHEAD WAS BENT. THE DOORFRAMES WERE SEPARATED FROM THE CABIN. THE RIGHT SIDE SEAT DECK (PILOT POSITION) WAS DEFORMED DOWNWARD APPROXIMATELY 3.75 INCHES AT THE FORWARD EDGE. THE FLOOR SUPPORTS WERE FRACTURED AND THE FLOOR WAS BENT DOWN FROM THE SEAT DECK AND BULGED UPWARDS IN THE CENTER. THE LOWER INSTRUMENT PANEL SUPPORTS WERE COMPRESSED AND DEFORMED. ENGINE: THE ENGINE IMPACTED THE GROUND. THE CARBURETOR WAS BROKEN FREE OF THE ENGINE SUMP AND THE SUMP WAS DAMAGED. THE EXHAUST PIPES WERE DAMAGED AND DEFORMED. THE FIBERGLASS SCROLL EXHIBITED GROUND IMPACT DAMAGE AND SIGNIFICANT BONDING SEPARATION. THE STARTER RING GEAR AND IMPELLER WERE INTACT WITH NO APPARENT DAMAGE. THE ENGINE ROTATED WITH SIGNS OF COMPRESSION ON ALL CYLINDERS. THE VALVE TRAIN UPPER END WAS INTACT AND APPEARED TO OPERATE SATISFACTORILY. THE MAGNETOS WERE REMOVED AND SPUN UP WITH SPARK SEEN AT ALL LEAD ENDS. THE OIL SCREEN AND FILTER WERE CHECKED AND FOUND CLEAR OF DEBRIS. THE FAA INVESTIGATOR AT THE ACCIDENT SITE REPORTED A STRONG FUEL SMELL AT THE SCENE AND THERE WAS RESIDUAL FUEL IN THE CARBURETOR WHEN IT WAS DISCONNECTED. ADDITIONALLY, FUEL RECORDS WERE OBTAINED FROM THE FUEL VENDOR AT THE GENESEE COUNTY AIRPORT. THE RECORDS INDICATED THAT THERE WAS AN ADEQUATE AMOUNT OF FUEL ABOARD THE AIRCRAFT AT THE TIME OF THE ACCIDENT. THE THROTTLE CABLE WAS BENT AT BOTH ENDS RESTRICTING THE FULL TRAVEL; IT WAS ATTACHED AND SHOWED CONTINUITY FROM THE TWIST GRIP TO THE THROTTLE VALVE. THE MIXTURE CABLE OPERATED AND WAS CONNECTED TO THE CARBURETOR. THE CARBURETOR THROTTLE VALVE OPERATED AND THE MIXTURE LEVEL MOVED. THE CARBURETOR HEAT CONTROL LEVER WAS FOUND IN THE OFF POSITION AT THE SCENE. THE MECHANICAL CONNECTIONS OF THIS CONTROL ARE SUCH THAT IT MAY HAVE BEEN PUSHED CLOSED DURING THE IMPACT SEQUENCE. LOGBOOKS: THE PILOT'S LOGBOOK WAS EXAMINED AND IT WAS DETERMINED THAT THE PILOT HAD A TOTAL OF 165 HOURS OF TOTAL FLIGHT TIME. THE RECORD INDICATED THAT THE PILOT HAD FLOWN THIS AIRCRAFT 8 HOURS IN THE PREVIOUS 90 DAYS AND HAD FLOWN THIS AIRCRAFT APPROXIMATELY 2 TO 3 HOURS EACH MONTH FOR A PERIOD OF 10 MONTHS PRIOR TO THE ACCIDENT. THE RECORD INDICATED THAT HE HAD RECEIVED A CHECKOUT IN THE AIRCRAFT ON AUGUST 8, 2001 AND AGAIN ON FEBRUARY 15, 2003 BY TWO DIFFERENT CERTIFICATED FLIGHT INSTRUCTORS. THE RECORD CLEARLY INDICATES THAT THE FLIGHT ON FEBRUARY 15, 2003 INCLUDED A PRACTICE AUTOROTATION. THE RECORD FURTHER INDICATES THAT THE PILOT HAD PRACTICED AUTOROTATIONS IN THE AIRCRAFT ON ADDITIONAL FLIGHTS THEREAFTER. FAA RECORDS SHOW THAT THE PILOT WAS APPROPRIATELY CERTIFICATED AND WAS THE HOLDER OF A CURRENT MEDICAL CERTIFICATE. NO RECORD OF A CURRENT FLIGHT REVIEW COULD BE FOUND IN THE PILOT RECORDS. THE AIRCRAFT RECORDS INDICATED THAT THE LAST MAINTENANCE ACTION ACCOMPLISHED TO THE AIRCRAFT CONSISTED OF A 100/600-HOUR AND ANNUAL INSPECTION COMPLETED ON 5-2-03 AT 625.9 HOURS FLIGHT TIME. THE RECORDS DID NOT INDICATE ANY NON-COMPLIANCE WITH TITLE 14 CODE OF FEDERAL REGULATIONS. THE AIRCRAFT OAT GAGE INDIATED APPROXIMATELY 35 DEGREES F AT THE SITE. FAA AWOS RECORDS INDICATE THAT THE WEATHER AT THE TIME OF THE ACCIDENT AT NEARBY GENESEE COUNTY AIRPORT WAS VISIBILITY 10 MILES, CLEAR SKIES, TEMPERATURE 3 DEGREES CELSIUS, DEWPOINT -1 CELSIUS, WIND 280 DEGREES AT 8 KNOTS. THE WRECKAGE WAS RELEASED TO THE OWNER ON JANUARY 7, 2004. THIS INVESTIGATION IS CLOSED. ## 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 NYC04LA051](https://openairdocs.org/ntsb/NYC04LA051), Dec 27, 2003: Schweizer 269C-1 (N358SS), Byron, NY, substantial damage. Probable cause: The pilot's improper use of the collective, and failure to maintain main rotor rpm, which resulted in low main rotor rpm and a hard 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. --- 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.