# NTSB ATL02LA159: Schweizer 300C, N269FW, Haleyville, AL, August 17, 2002 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: August 16, 2002, 22:15 local (Aug 17, 2002, 03:15 UTC) - Place: Haleyville, AL - Coordinates: 34.226112, -87.622497 - Nearby events: https://openairdocs.org/map.md?lat=34.2261&lon=-87.6225&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report April 29, 2003 - Report: Approved by Office Director - Parties: Birmingham FSDO-09, Textron Lycoming - NTSB case key (mKey): 55506 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL02LA159 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55506/pdf - Page: https://openairdocs.org/ntsb/ATL02LA159 ## Probable cause The failure of maintenance personnel to perform an adequate inspection of loose intake components, which resulted in a total loss of engine power and subsequent emergency descent, forced landing, and collision with terrain in dark night conditions. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, cruise - induction air control,intake manifold - loose part/bolt/nut/clamp/etc - maintenance,annual inspection - inadequate, other maintenance personnel (cause) - Forced landing, emergency descent/landing - autorotation - performed, pilot in command - In flight collision with terrain/water, emergency landing - light condition - dark night (cause) ## Analysis During cruise flight, the helicopter lost engine power, and the pilot was unable to restore it. During the forced landing in the darkness, the pilot was unable to see the terrain, and the helicopter hit the ground hard. Examination of the engine revealed two lower screws of the No. 3 valve cover were missing. The attachment bolts of the intake pipes of both the No. 1 and No. 3 cylinder assemblies were found loose. The No. 3 intake pipe was found rotated approximately 180 degrees from the normally installed position. The gaskets normally installed under the intake pipe flanges of the No. 1 and No. 3 intake pipes were missing. The No. 1, No. 2, and No. 4 spark plugs were wet with fuel, and the No. 3 spark plug was dry and displayed tan-colored combustion deposits. A review of maintenance records revealed the engine had operated 38.2 hours since inspection. ## Factual narrative On August 16, 2002, at 2215 central daylight time, a Schweizer 300C, N269FW, registered to Freedom Flight, LLC, and operated by the pilot, collided with terrain during an emergency landing following a loss of engine power in the vicinity of Haleyville, Alabama. The personal flight was operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual meteorological conditions prevailed at the time of the accident. The commercial pilot received serious injuries, and the helicopter sustained substantial damage. The flight originated from Tuscaloosa, Alabama, at 2130. The pilot initially departed Demopolis, Alabama, at 1730 for a visual flight rules flight to Russellville, Alabama, with a full fuel load of 49 gallons. After 40 minutes of flight, the pilot became aware of thunderstorms along the intended route and elected to land in Tuscaloosa, Alabama. Once the weather cleared, the pilot departed at 2130 and proceeded toward Russellville, Alabama. After 40 minutes in cruise flight at 2,000 feet MSL, the pilot noticed the sound of the engine changed suddenly, and the helicopter began to descend. The engine and rotor tachometer needles fell below normal operating range, and the pilot's attempts to restore power were unsuccessful. The pilot entered an autorotation and sought a suitable landing area. During flare, the pilot was unable to see the terrain in the darkness, and the helicopter hit the ground hard. Examination of the wreckage revealed the skids were spread and broken, the cockpit glass was broken, the main rotor blades were buckled, the fuselage framework near the engine assembly was distorted, the left pilot seat sustained downward compression, and the engine displayed damage to the bottom and rear sections. Fuel was observed leaking near the engine fuel pump. Examination of the engine revealed two lower screws of the No. 3 valve cover were missing. The attachment bolts of the intake pipes of both the No. 1 and No. 3 cylinder assemblies were found loose by three to four revolutions of each bolt. The No. 3 intake pipe was found rotated approximately 180 degrees from the normally installed position. The No. 1 and No. 3 intake pipes were removed for examination, and the gaskets normally installed under the intake pipe flanges were missing. The surfaces of the No. 1 and No. 3 intake pipe flanges and the cylinder intake ports showed signs of metal-to-metal chafing and showed no evidence of gasket material. The attachment bolts of the intake pipes of the No. 2 and No. 4 cylinder assemblies were found secure, and the No. 2 and No. 4 pipe flange gaskets were found installed. The No. 4 intake pipe flange gasket was found split in the inboard area between the attachment bolts. Examination of the bottom spark plugs revealed the No. 1, No. 2, and No. 4 spark plugs were wet with fuel, and the No. 3 spark plug was dry and displayed tan-colored combustion deposits. The engine was rotated utilizing the starter motor, and all four cylinders produced compression and valve action appeared normal. A review of maintenance records revealed the engine received a 100-hour/annual inspection on July 2, 2002, and had operated 38.2 hours since inspection. There was no record of any maintenance performed since the inspection. A review of Title 14 CFR Part 43, Appendix D revealed, (d) "Each person performing an annual or 100-hour inspection shall inspect (where applicable) components of the engine and nacelle group as follows: (2) Studs and nuts - for improper torquing and obvious defects, and (10) All systems - for improper installation, poor general condition, defects, and insecure attachment." ## Aircraft - Registration: [N269FW](https://openairdocs.org/deregistered/N269FW-2017-02-28), registration cancelled 2017-02-28, S/N S1431, built 1989 (OpenAirDocs) - Reported make and model: Schweizer 300C - Registry model: [Schweizer 269C](https://openairdocs.org/model/schweizer-269c) (registry code 8059502) (OpenAirDocs) - Registry engine: [Lycoming HIO-360 series](https://openairdocs.org/engine/lycoming-hio-360-series) (registry code 41524, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: S1431 - Airframe hours: 2683 - Engines: Lycoming HIO-360-DIA 190 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 2, 2002, 38 hours before - Departed: TCL, Tuscaloosa, AL - Destination: M22, Russellville, AL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; injuries: serious; commercial; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 865 total, 276 in this make and model, 411 as pilot in command, 58 in the last 90 days, 26 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 120° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 72 °F - Altimeter: 30.17 inHg - Observed at: MSL, 35 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20020816022239A](https://openairdocs.org/incident/20020816022239A), Aug 16, 2002: Hughes 269C, Haleyville, AL, Substantial damage. (-23) On August 16, 200, about 2110 CDT, a Schweizer 269C, N269FW, registered to freedom flight LLC, departed tuscaloosa Alabama enroute to russellville… 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. --- 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.