# NTSB GAA16CA168: Hughes 369, N721RP, Jamestown, ND, March 26, 2016 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: March 26, 2016, 15:30 local (20:30 UTC) - Place: Jamestown, ND - Coordinates: 46.926109, -98.683052 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=46.9261&lon=-98.6831&mi=10 - Phase of flight: [Emergency descent](https://openairdocs.org/ntsb-phases/600) (OpenAirDocs' grouping) - Defining event: [Autorotation: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report June 15, 2016 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA Fargo FSDO - NTSB case key (mKey): 92917 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA16CA168 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92917/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=92917 - Page: https://openairdocs.org/ntsb/GAA16CA168 ## Probable cause The pilot's excessive descent rate while flaring during a practice autorotation with a power recovery, which resulted in an impact with terrain. ## 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 · Pilot (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 11 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=4470706), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: descent rate](https://openairdocs.org/ntsb-findings/01062037): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 5 cases](https://openairdocs.org/ntsb-findings/01062037/cases.md?model=4470706), [All aircraft, 242 cases](https://openairdocs.org/ntsb-findings/01062037/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: [Hughes Helicopters HUGHES 369D, 1 case](https://openairdocs.org/ntsb-events/600/sequence.md?model=4470706), [All aircraft, 173 cases](https://openairdocs.org/ntsb-events/600/sequence.md) - [Autorotation: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [Hughes Helicopters HUGHES 369D, 3 cases](https://openairdocs.org/ntsb-events/060/sequence.md?model=4470706), [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Autorotation: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) (defining event); cases with it: [Hughes Helicopters HUGHES 369D, 9 cases](https://openairdocs.org/ntsb-events/120/sequence.md?model=4470706), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) ## Analysis The pilot reported that he was performing a practice autorotation with a power recovery, and was the sole occupant in the helicopter. He reported that the power was introduced at 200 feet above ground level (AGL) and he entered the flare at too low of an altitude. The tail rotor system impacted the soft ground adjacent to the planned landing area. The helicopter sustained substantial damage to the tailboom, the tail rotor driveshaft assembly, and the tail rotor system. The pilot verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The Federal Aviation Administration has published Advisory Circular (AC) 61-140 Autorotation Training (2013). This AC discusses the flare portion for autorotation training and states in part: Every autorotational flare will be different depending on the existing wind conditions, airspeed, density altitude, and the aircraft gross weight. This AC also discusses common errors during autorotation training and states in part: Improper flare (too much or not enough). Flaring too low or too high (AGL). ## Factual narrative The pilot reported that he was performing a practice autorotation with a power recovery, and was the sole occupant in the helicopter. He reported that the power was introduced at 200 feet above ground level (AGL) and he entered the flare at too low of an altitude. The tail rotor system impacted the soft ground adjacent to the planned landing area. The helicopter sustained substantial damage to the tailboom, the tail rotor driveshaft assembly, and the tail rotor system. The pilot verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The Federal Aviation Administration has published Advisory Circular (AC) 61-140 Autorotation Training (2013). This AC discusses the flare portion for autorotation training and states in part: Every autorotational flare will be different depending on the existing wind conditions, airspeed, density altitude, and the aircraft gross weight. This AC also discusses common errors during autorotation training and states in part: Improper flare (too much or not enough). Flaring too low or too high (AGL). ## Aircraft - Registration: [N721RP](https://openairdocs.org/aircraft/N721RP), registered now, S/N 310918D, built 1981 (OpenAirDocs) - Reported make and model: HUGHES 369 (D) - Registry model: [Hughes Helicopters HUGHES 369D](https://openairdocs.org/model/hughes-helicopters-hughes-369d) (registry code 4470706) (OpenAirDocs) - Registry engine: [Rolls-Royce 250-C20B](https://openairdocs.org/engine/rolls-royce-250-c20b) (registry code 54385, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 310981D - Year built: 1981 - Airframe hours: 18500.4 - Engines: Rolls-Royce 250-C20B 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Ferry, Part 91 - Operator: Haverfield International Inc - Registered owner: Haverfield International Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, March 21, 2016 - Departed: JMS, Jamestown, ND - Destination: JMS, Jamestown, ND - Airport: JMS, Jamestown Rgnl, runway 04, 5,750 × 75 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 24; injuries: none; flight instructor, commercial; instrument ratings: helicopter; medical: class 2, without waivers/limitations; last flight review June 20, 2015; seat: left; restraint: 3-point; flight hours: 3,100 total, 1,500 in this make and model, 3,000 as pilot in command, 200 in the last 90 days, 70 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 36 °F, dew point 12 °F - Altimeter: 30.12 inHg - Observed at: KJMS, 1 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 20160326004249A](https://openairdocs.org/incident/20160326004249A), Mar 26, 2016: Hughes 369D, Jamestown, ND, Substantial damage. Pilot had a tailrotor ground strike while conducting a practice autorotation. NTSB determined that damage was severe enough to classify as an accident. ## Docket (2 files) The files NTSB released with the investigation on May 31, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=92917. 1.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 778 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40440620&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Accident Photos (Courtesy of Operator) (item 2, .PDF, 4 photos, 691 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40440621&FileExtension=.PDF&FileName=Accident%20Photos%20(Courtesy%20of%20Operator)-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.