# NTSB GAA16CA163: Enstrom F280, N5698Y, Sodus, NY, March 26, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: March 26, 2016, 10:30 local (14:30 UTC) - Place: Sodus, NY - Coordinates: 43.234722, -77.124725 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.2347&lon=-77.1247&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report May 3, 2016 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA Rochester FSDO - NTSB case key (mKey): 92905 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA16CA163 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92905/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92905 - Page: https://openairdocs.org/ntsb/GAA16CA163 ## Probable cause The pilot's improper collective application at touchdown during a practice run-on landing, which resulted in the main rotor system impacting the tailboom and the forward portion of the fuselage impacting terrain during remedial action by the flight instructor. Contributing to the accident was the flight instructor's delayed remedial action. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Student/instructed pilot (probable cause); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=3300510), [All aircraft, 9,308 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Rotorcraft flight control: main rotor control](https://openairdocs.org/ntsb-findings/01046710): Aircraft › Aircraft propeller/rotor · Incorrect use/operation (probable cause); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-findings/01046710/cases.md?model=3300510), [All aircraft, 28 cases](https://openairdocs.org/ntsb-findings/01046710/cases.md) - [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=3300510), [All aircraft, 528 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md) - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Instructor/check pilot (probable cause); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=3300510), [All aircraft, 895 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Simulated/training event](https://openairdocs.org/ntsb-events/600); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/600/sequence.md?model=3300510), [All aircraft, 173 cases](https://openairdocs.org/ntsb-events/600/sequence.md) - [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090) (defining event); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/090/sequence.md?model=3300510), [All aircraft, 1,514 cases](https://openairdocs.org/ntsb-events/090/sequence.md) - [Landing-landing roll: Loss of control on ground](https://openairdocs.org/ntsb-events/230); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/230/sequence.md?model=3300510), [All aircraft, 4,590 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Landing-landing roll: Dynamic rollover](https://openairdocs.org/ntsb-events/231); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/231/sequence.md?model=3300510), [All aircraft, 163 cases](https://openairdocs.org/ntsb-events/231/sequence.md) - [Landing-landing roll: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/060/sequence.md?model=3300510), [All aircraft, 1,428 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Landing-landing roll: Part(s) separation from AC](https://openairdocs.org/ntsb-events/338); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/338/sequence.md?model=3300510), [All aircraft, 562 cases](https://openairdocs.org/ntsb-events/338/sequence.md) - [Landing-landing roll: Collision during takeoff/land](https://openairdocs.org/ntsb-events/490); cases with it: [Enstrom F280, 1 case](https://openairdocs.org/ntsb-events/490/sequence.md?model=3300510), [All aircraft, 1,330 cases](https://openairdocs.org/ntsb-events/490/sequence.md) ## Analysis The flight instructor reported that he asked the pilot receiving instruction to demonstrate a run-on landing on the sod between the runway and taxiway. He reported that as the helicopter touched down at about 25 miles per hour (21.72 knots), the pilot lowered the collective to the full down position while the helicopter was still moving forward with considerable momentum. The helicopter began to "lurch forward" and the nose of the helicopter started to lower. The flight instructor then came on the flight controls, but the helicopter had progressed to an "extreme nose low attitude," and he applied aft cyclic to prevent the main rotor blades from impacting terrain. The main rotor blades instead impacted and separated the tailboom. The fuselage continued moving forward and the nose impacted terrain and then settled back on the skids. The helicopter sustained substantial damage to the fuselage, main rotor system, tailboom, and tail rotor system. The flight instructor verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The flight instructor reported that he recommended landing on sod due to potential wear on the bottom of the skids from friction with the paved runway. He also reported that the pilot had successfully performed run-on landings in the past on the sod area. As a safety recommendation, the flight instructor reported that landing the helicopter on the runway instead of the sod may have lessened the effects of improper application of the collective at touchdown. He reported that he should have verbally reviewed the importance of using the collective to control the friction with the landing surface while in the traffic pattern to ensure the pilot's intentions were mutually understood. He further reported that he should have maintained a guarded position on the flight controls regardless of the pilot's abilities to decrease the flight instructor's reaction time for maneuver recovery. Enstrom Helicopter Corporation has published the Enstrom 280F Training Maneuvers Manual (2014). This manual discusses objectives and descriptions for a shallow approach and run-on landing, and states in part: Caution, Enstrom does not endorse practicing run-on landings. Run-on landings should only be accomplished on a smooth, hard surface; and should always be planned to the center of the runway to preclude sliding off the runway, and overturning. After ground contact, maintain heading with pedals and maintain collective position. Ensure that power is maintained until the helicopter comes to a complete stop to insure directional control. The Federal Aviation Administration has published the Helicopter Instructor's Handbook FAA-H-8083-4 (2012). This handbook provides instructional information for a shallow approach and run-on landing and states in part: In any case, do not rapidly lower the collective after touchdown. Smooth reduction of collective prevents a rapid stopthat could result in damage to the aircraft or injury to the crew. For helicopters equipped with skids, it may be better to practice running landings on a hard surface runway instead of on a grassy field because there is less probability of catching a skid, which can lead to dynamic rollover. In addition, check the condition of the skid shoes before and after practicing running takeoffs and landings. ## Factual narrative The flight instructor reported that he asked the pilot receiving instruction to demonstrate a run-on landing on the sod between the runway and taxiway. He reported that as the helicopter touched down at about 25 miles per hour (21.72 knots), the pilot lowered the collective to the full down position while the helicopter was still moving forward with considerable momentum. The helicopter began to "lurch forward" and the nose of the helicopter started to lower. The flight instructor then came on the flight controls, but the helicopter had progressed to an "extreme nose low attitude," and he applied aft cyclic to prevent the main rotor blades from impacting terrain. The main rotor blades instead impacted and separated the tailboom. The fuselage continued moving forward and the nose impacted terrain and then settled back on the skids. The helicopter sustained substantial damage to the fuselage, main rotor system, tailboom, and tail rotor system. The flight instructor verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The flight instructor reported that he recommended landing on sod due to potential wear on the bottom of the skids from friction with the paved runway. He also reported that the pilot had successfully performed run-on landings in the past on the sod area. As a safety recommendation, the flight instructor reported that landing the helicopter on the runway instead of the sod may have lessened the effects of improper application of the collective at touchdown. He reported that he should have verbally reviewed the importance of using the collective to control the friction with the landing surface while in the traffic pattern to ensure the pilot's intentions were mutually understood. He further reported that he should have maintained a guarded position on the flight controls regardless of the pilot's abilities to decrease the flight instructor's reaction time for maneuver recovery. Enstrom Helicopter Corporation has published the Enstrom 280F Training Maneuvers Manual (2014). This manual discusses objectives and descriptions for a shallow approach and run-on landing, and states in part: Caution, Enstrom does not endorse practicing run-on landings. Run-on landings should only be accomplished on a smooth, hard surface; and should always be planned to the center of the runway to preclude sliding off the runway, and overturning. After ground contact, maintain heading with pedals and maintain collective position. Ensure that power is maintained until the helicopter comes to a complete stop to insure directional control. The Federal Aviation Administration has published the Helicopter Instructor's Handbook FAA-H-8083-4 (2012). This handbook provides instructional information for a shallow approach and run-on landing and states in part: In any case, do not rapidly lower the collective after touchdown. Smooth reduction of collective prevents a rapid stopthat could result in damage to the aircraft or injury to the crew. For helicopters equipped with skids, it may be better to practice running landings on a hard surface runway instead of on a grassy field because there is less probability of catching a skid, which can lead to dynamic rollover. In addition, check the condition of the skid shoes before and after practicing running takeoffs and landings. ## Aircraft - Registration: [N5698Y](https://openairdocs.org/deregistered/N5698Y-2018-07-12), registration cancelled 2018-07-12, S/N 1212 (OpenAirDocs) - Reported make and model: ENSTROM F280 (F) - Registry model: [Enstrom F280](https://openairdocs.org/model/enstrom-f280) (registry code 3300510) (OpenAirDocs) - Category: Helicopter - Serial number: 1212 - Year built: 1981 - Airframe hours: 2070 - Engines: Lycoming HIO-360-F1AD 225 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: B.A.C. Services - Registered owner: B.A.C. Services - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, October 27, 2015 - Departed: SDC, Sodus, NY - Destination: SDC, Sodus, NY - Airport: SDC, Williamson-Sodus, runway 10, 3,801 × 60 ft, grass/turf - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 52; injuries: none; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, with waivers/limitations; last flight review April 15, 2015; seat: right; restraint: 3-point; flight hours: 3,847 total, 151 in this make and model, 3,657 as pilot in command, 44 in the last 90 days, 20 in the last 30 days, 18 in the last 24 hours - Student pilot; age 56; injuries: none; flight instructor, commercial; airplane ratings: single-engine sea, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review December 19, 2015; seat: left; restraint: 3-point; flight hours: 1,698 total, 9 in this make and model, 1,593 as pilot in command, 7 in the last 90 days, 5 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 5 knots - Visibility: 10 statute miles - Temperature: 34 °F, dew point 25 °F - Altimeter: 30.34 inHg - Observed at: KROC, 25 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 20160326024449A](https://openairdocs.org/incident/20160326024449A), Mar 26, 2016: Enstrom F280, Sodus, NY, Substantial damage. The flight instructor reported that he asked the pilot receiving instruction to demonstrate a run-on landing on the sod between the runway and taxiway. He… ## Docket (2 files) The files NTSB released with the investigation on April 21, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92905. 3.9 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439176&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Accident Photographs (Courtesy of New York Police) (item 2, .PDF, 3 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439177&FileExtension=.PDF&FileName=Accident%20Photographs%20(Courtesy%20of%20New%20York%20Police)-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.