# Accident 20111027026959A: Hughes 369D, Colusa, CA, October 27, 2011 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: October 27, 2011, 14:40 local time - Place: Colusa, CA - Damage: Substantial damage - Phase of flight: Maneuver - Operating rules: Rotorcraft external load (Part 133) - Operator: AWTL - Location: 39.1931° N, 122.1228° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=39.1931&lon=-122.1228&mi=10 - Aircraft: N61PJ, a cancelled registration (https://openairdocs.org/deregistered/N61PJ-2012-05-02) (OpenAirDocs) - Registry model: Hughes Helicopters HUGHES 369D (registry code 4470706, https://openairdocs.org/model/hughes-helicopters-hughes-369d) (OpenAirDocs) - Registry engine: Allison 250 SER 400HP (registry code 03013, https://openairdocs.org/engine/allison-250-ser-400hp) (OpenAirDocs) - Reported make and model: HUGHES 369D - Reported engine: ALLISON 250 SER 400HP - People aboard: 1 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Commercial pilot - Pilot flight hours: 1,980 total, 330 in this make and model - NTSB investigation: [NTSB WPR12LA022](https://openairdocs.org/ntsb/WPR12LA022) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20111027026959A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ON OCTOBER 27, 2011, ABOUT 1440 PACIFIC DAYLIGHT TIME, A MCDONNELL DOUGLAS MD-500D HELICOPTER, N61PJ, WAS SUBSTANTIALLY DAMAGED DURING AN AUTOROTATION AND FORCED LANDING ABOUT 6 MILES WEST OF COLUSA, CALIFORNIA, FOLLOWING A COMPLETE LOSS OF ENGINE POWER. THE HELICOPTER WAS OWNED AND OPERATED BY PJ HELICOPTERS, AND WAS BEING UTILIZED FOR COMMUNICATIONS CABLE INSTALLATION AND SUPPORT ACTIVITY FOR SUMMIT LINE CONSTRUCTION COMPANY. THE PILOT RECEIVED MINOR INJURIES. THE WORK FLIGHT WAS OPERATED UNDER THE PROVISIONS OF TITLE 14 CODE OF FEDERAL REGULATIONS PART 91. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN WAS FILED FOR THE FLIGHT. ACCORDING TO THE PILOT, HE HAD FLOWN THE HELICOPTER A TOTAL OF ABOUT 5, NON-CONTINUOUS, HOURS ON THE DAY OF THE ACCIDENT, OPERATING FROM A REMOTE LANDING ZONE NEAR THE JOB SITE. HE HAD JUST TRANSFERRED TWO CONSTRUCTION PERSONNEL FROM ONE CABLE TOWER TO ANOTHER ONE, AND WAS BEGINNING TO CLIMB AND TRANSLATE THE HELICOPTER CLEAR OF THE TOWER, WHEN HE HEARD A NOISE AND FELT A YAW THAT INDICATED TO HIM THAT THE ENGINE HAD CEASED DEVELOPING POWER. THE HELICOPTER BEGAN TO DESCEND RAPIDLY. THE PILOT BEGAN AN AUTOROTATION, MANEUVERED THE HELICOPTER AWAY FROM THE TOWER, AND ATTEMPTED TO FLARE FOR GROUND IMPACT. THE HELICOPTER IMPACTED IN A FRESHLY-PLOWED FIELD. THE AFT SECTION OF THE TAILBOOM AND BOTH LANDING SKIDS WERE PARTIALLY FRACTURE-SEPARATED FROM THE HELICOPTER. THE MAIN ROTOR BLADES AND FLIGHT CONTROL LINKAGE WERE DAMAGED. THE FUSELAGE SUSTAINED SUBSTANTIAL DAMAGE. THE HEIGHT OF THE TOWERS WAS REPORTED AS ABOUT 165 FEET.THE PILOT REPORTED A TOTAL FLIGHT EXPERIENCE OF 1,980 HOURS, INCLUDING 330 HOURS IN THE ACCIDENT HELICOPTER MAKE AND MODEL. HIS MOST RECENT FAA SECOND-CLASS MEDICAL CERTIFICATE WAS ISSUED IN JANUARY 2011, AND HIS MOST RECENT FLIGHT REVIEW WAS COMPLETED IN FEBRUARY 2011.THE HELICOPTER WAS MANUFACTURED AND REGISTERED AS A HUGHES MODEL 369D IN 1977, AND EQUIPPED WITH AN ALLISON/ROLLS-ROYCE C20B SERIES TURBINE ENGINE. OPERATOR PROVIDED INFORMATION INDICATED THAT THE MOST RECENT 100-HOUR INSPECTION WAS COMPLETED ON OCTOBER 19, 2011, AND AT THE TIME OF THE ACCIDENT, THE HELICOPTER HAD ACCUMULATED A TOTAL TIME IN SERVICE OF 11,579 HOURS. THE OPERATOR REPORTED THAT THE WEATHER CONDITIONS ABOUT THE TIME OF THE ACCIDENT INCLUDED CLEAR SKIES, WIND SPEED OF 5 KNOTS, AND TEMPERATURE ABOUT 27 DEGREES C. COMMERCIALLY AVAILABLE GEOGRAPHIC DATA INDICATED THAT THE ACCIDENT SITE ELEVATION WAS ABOUT 430 FEET ABOVE MEAN SEA LEVEL. 11/3/2011 AN EXAMINATION OF THE AIRCRAFT WAS DONE THIS DAY. AIRFRAME & ENGINE REPRESENTATIVES AND NTSB WERE PRESENT. THE AIRFRAME COMPONENTS WERE EVALUATED AND NO CONCLUSIVE EVIDENCE WAS NOTED AS CONTRIBUTING TO THE EVENT AT THIS TIME. THE ENGINE AND RELATED ACCESSORIES WERE SENT TO THERE MANUFACTURE FOR EVALUATION.11/17/2011 RECEIVED E MAIL STATING THE ENGINE WAS DISASMBELED AT THE MANUFACTURERS FACILITY WITH NTSB PRESENT. E MAIL INDICATES ENGINE EVALUATION WAS INCONCLUSIVE AND THE FUEL POMP AND CONTROL WERE REMOVED AND SET TO THE MANUFACTURE FOR EVALUATION. ## 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 WPR12LA022](https://openairdocs.org/ntsb/WPR12LA022), Oct 27, 2011: Mcdonnell Douglas 500D (N61PJ), Colusa, CA, substantial damage. Probable cause: A total loss of engine power while maneuvering at low altitude for reasons that could not be determined because postaccident examinations did not reveal any anomalies that would have precluded normal… 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.