# NTSB ERA13LA300: Sikorsky 269C, N2091E, Lumberton, NJ, June 22, 2013 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: June 22, 2013, 15:00 local (19:00 UTC) - Place: Lumberton, NJ - Coordinates: 39.934165, -74.80722 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.9342&lon=-74.8072&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 1 minor, 1 uninjured - Status: Completed, report February 10, 2014 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 87275 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13LA300 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/87275/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=87275 - Page: https://openairdocs.org/ntsb/ERA13LA300 ## Probable cause The pilot's movement of the throttle to the idle detent at the beginning of a practice autorotation, which was contrary to procedures and resulted in the engine hesitating during the power recovery and a subsequent hard landing. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Schweizer 269C, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=8059502), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Performance/control parameters: powerplant parameters](https://openairdocs.org/ntsb-findings/01062050): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Schweizer 269C, 4 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md?model=8059502), [All aircraft, 81 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md) - [Power plant](https://openairdocs.org/ntsb-findings/01057100): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Schweizer 269C, 1 case](https://openairdocs.org/ntsb-findings/01057100/cases.md?model=8059502), [All aircraft, 198 cases](https://openairdocs.org/ntsb-findings/01057100/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Simulated/training event](https://openairdocs.org/ntsb-events/600); cases with it: [Schweizer 269C, 3 cases](https://openairdocs.org/ntsb-events/600/sequence.md?model=8059502), [All aircraft, 173 cases](https://openairdocs.org/ntsb-events/600/sequence.md) - [Approach-VFR pattern final: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Schweizer 269C, 5 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=8059502), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092); cases with it: [Schweizer 269C, 17 cases](https://openairdocs.org/ntsb-events/092/sequence.md?model=8059502), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md) ## Analysis The pilot initiated a practice autorotation about 951 feet above ground level (agl), rolled off the throttle to the idle detent, and maintained 60 knots during the descent until 50 feet agl, at which time, he flared the helicopter. At the end of the flare, when the helicopter was about 20 to 30 feet agl, the pilot lowered the nose to level the helicopter, began to increase the collective, and rolled on the throttle for a power recovery. The pilot reported that, subsequently, the engine sounded like it was "bogging down" and that the engine rpm was not increasing enough for the helicopter to continue to come to a hover. The helicopter continued to descend and contacted the runway hard, which resulted in substantial damage to the vertical firewall. A postaccident engine run revealed no evidence of a preimpact failure or malfunction that would have precluded normal operation. According to the pilot's flight manual, when performing practice autorotations, the pilot should lower the collective while maintaining the throttle setting to prevent the engine from "loading up or stalling" during recovery. Therefore, it is likely that the pilot rolling the throttle to the idle detent at the beginning of the maneuver, which was contrary to procedures, resulted in the engine hesitating when power was applied for the recovery. ## Factual narrative On June 22, 2013, about 1500 eastern daylight time, a Sikorsky Aircraft Corporation (formerly Schweizer Aircraft Corporation) 269C, N2091E, registered to Herlihy Helicopters, Inc., DBA Helicopter Flight Services, was landed hard at Flying W Airport (N14), Lumberton, New Jersey. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal, local flight from N14. The helicopter sustained substantial damage, and there were no injuries to the commercial rated pilot or passenger. The flight originated about 1400 from N14. The pilot stated that the purpose of the flight was to take his friend for a 1 hour local flight who was possibly interested in taking flying lessons. Prior to departure he obtained weather information from the ASOS at South Jersey Regional Airport (VAY), and reported that at the time of takeoff the weather was clear and the wind was not a factor. The flight departed, and flew locally then returned and entered the traffic pattern where he discussed autorotations with the passenger. He informed the passenger that he would demonstrate an autorotation with a planned power recovery, and initiated it from 1,000 feet mean sea level, or 951 feet above ground level (agl), and 60 knots indicated airspeed. He rolled off throttle to the idle detent and descended maintaining 60 knots as he had been trained to do keeping the main rotor rpm in the upper green range, and at approximately 50 feet agl, he flared. At the end of the flare, or about 20 to 30 feet agl, he leveled the nose and began to increase the collective and rolled on throttle for a power recovery, but later reported the engine sounded like it was "…bogging down, and the engine [rpm] was not increasing enough to continue hold the hover." He reported that with insufficient engine rpm, the helicopter continued to descend and contacted the runway, coming to rest upright. He secured the helicopter and both occupants exited it. The operator reported the skids were collapsed, and the vertical firewall was damaged. Following recovery of the helicopter, the engine was started by a representative of the operator with Federal Aviation Administration (FAA) oversight; the engine was found to operate normally. Following the engine run, a differential compression test of all cylinders was performed using 80 psi as a reference; all cylinders measured 70 psi or above. Further, there was no discrepancy with the throttle linkage. The normal procedures section of the Pilot's Flight Manual indicates that when performing practice autorotations, to split the needles (main rotor and engine rpm indications) by lowering the collective but keep the throttle setting. The throttle correlation will establish a high idle rpm of approximately 2,500 which will aid in preventing the engine from loading up or stalling during recovery. The emergency procedures section of the Pilot's Flight Manual, indicates that for engine failureabove 450 feet agl, to establish a steady glide of 52 knots (60 mph), and at an altitude of 50 feet, begin steadily to apply back cyclic stick to decrease forward speed. At about 10 feet agl, coordinate collective pitch with forward movement of the cyclic stick to level the helicopter and cushion the landing. The FAA Helicopter Flying Handbook (FAA-H-8083-21A), stipulates that when performing a practice autorotation with a power recovery, to begin to level the helicopter with forward cyclic control when it is 3 to 15 feet landing gear height agl, and just prior to achieving level attitude, coordinate upward collective pitch control with an increase in the throttle to join the needles at operating rpm. The handbook also indicates that to use sufficient collective pitch to stop the descent, but collective pitch application must be gradual to allow for engine response. ## Aircraft - Registration: [N2091E](https://openairdocs.org/aircraft/N2091E), registered now, S/N S1837, built 2002 (OpenAirDocs) - Reported make and model: SIKORSKY 269C - 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: S1837 - Airframe hours: 4799 - Engines: LYCOMING HIO-360-D1A 190 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Helicopter Flight Services - Registered owner: Herlihy Helicopters Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 3, 2013 - Departed: N14, Lumberton, NJ - Destination: N14, Lumberton, NJ - Airport: N14, Flying W Airport, runway 19, 3,496 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; injuries: minor; commercial, flight instructor, private; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, with waivers/limitations; last flight review March 10, 2013; seat: left; flight hours: 316 total, 47 in this make and model, 227 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 61 °F - Altimeter: 30.21 inHg - Observed at: VAY, 2 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 20130622010149A](https://openairdocs.org/incident/20130622010149A), Jun 22, 2013: Schweizer 269C, Medford, NJ, Substantial damage. The pilot was demonstrating a straight in autorotative descent with a power recovery to his nonpilot passenger. The pilot ran out of rotor RPM, forward… ## Docket (8 files) The files NTSB released with the investigation on November 26, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=87275. 8.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 768 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40396179&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Weather Reports and Records (item 2, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395967&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Passenger Statement (item 3, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40396181&FileExtension=.PDF&FileName=Passenger%20Statement-Redacted.PDF - FAA Inspector Statement (item 4, .PDF, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402824&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Record of Conversation with Pilot (item 5, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402902&FileExtension=.PDF&FileName=Record%20of%20Conversation%20with%20Pilot-Redacted.PDF - Excerpts from Federal Aviation Administration Helicopter Flying Handbook FAA-H-8083-21A (item 6, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402855&FileExtension=.PDF&FileName=Excerpts%20from%20Federal%20Aviation%20Administration%20Helicopter%20Flying%20Handbook%20FAA-H-8083-21A-Master.PDF - Excerpts from Pilot's Flight Manual (item 7, .PDF, 264 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402883&FileExtension=.PDF&FileName=Excerpts%20from%20Pilot%27s%20Flight%20Manual-Master.PDF - Photo 1: Digital Photograph Provided by Operator. View Depicting the Damage to the Skids. (item 8, .PDF, 5.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40402884&FileExtension=.PDF&FileName=Photo%201%3A%20Digital%20Photograph%20Provided%20by%20Operator.%20View%20Depicting%20the%20Damage%20to%20the%20Skids.-Master.PDF 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.