# NTSB IAD01LA036: Lenart Rotorway Exec 162F, N929BL, Wallingford, CT, March 3, 2001 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: March 3, 2001, 14:30 local (19:30 UTC) - Place: Wallingford, CT - Coordinates: 41.43988, -72.810417 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.4399&lon=-72.8104&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report September 19, 2001 - Report: Approved by Office Director - Parties: FAA/FSDO - NTSB case key (mKey): 51876 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=IAD01LA036 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51876/pdf - Page: https://openairdocs.org/ntsb/IAD01LA036 ## Probable cause flight instructor's failure to follow published checklist procedures, which resulted in the forward ballast weight not being moved to the tailboom prior to departure. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - misc eqpt/furnishings - not switched (contributing factor) - checklist - not followed, pilot in command(cfi) (cause) ## Analysis In preparation for an instructional flight, the flight instructor flew the helicopter from the student pilot/builder's yard to an open field across the street for the purpose of added take-off room with two people on board. Prior to this relocation, the forward ballast weight required for solo operations remained on the front right skid. The flight instructor and student agreed that the student would move the ballast weight from the forward right skid to the tail boom before getting into the helicopter. When the student met the instructor across the street, he was concerned about the skids being in the dirt. The instructor reassured the student that the ground was solid. The instructor then slid from the left seat to the right seat and the student got into the helicopter and sat in the left seat. Both occupants forgot about repositioning the ballast weight. When the instructor lifted the helicopter to hover, the nose pitched down and the helicopter accelerated forward into trees. The instructor stated that he did not use the pre-take off checklist, which would have reminded him about repositioning the ballast weight. Examination of the flight manual revealed that in the weight and balance section, it stated: "SOLO flight is performed ONLY FROM THE LEFT SEAT, and must have the ballast weight placed on the front passenger skid. DUAL flight requires the ballast weight be placed on the rear mount tube under the tail boom." There were no mechanical deficiencies. ## Factual narrative On March 3, 2001, at 1430 Eastern Standard Time, a homebuilt Rotorway Exec 162F helicopter, N929BL, was substantially damaged when it struck trees after lifting to a hover in an open field in Wallingford, Connecticut. The certificated flight instructor and student pilot/builder were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight conducted under 14 CFR Part 91. In a written statement, the flight instructor stated: "I [name] was preparing for a training flight with student [name] in a Rotorway helicopter. The plan was for me to depart [student's] residence (Wallingford, CT) solo (left seat) and fly across the street to an open field. [The student] was to meet me there and move the ballast weight from the right front skid tube (fwd) to the tail cone (aft). I took off from [student's] yard about 14:30 EST and landed in the field across the street, about 40 ft from the road facing the tree line. [Student] approached the left door and expressed his concern about the skids on the dirt surface. I assured him that the surface was quite firm and safe. I slid across to the right seat and [student] got into the left seat and we buckled in. We had both forgotten about repositioning the ballast weight. I had the controls and I ran the engine up readying for a lift to hover. I did not use the pre take-off checklist, which would have reminded me about the ballast weight position. With 2 pilots onboard and the ballast in the forward position the helicopter was out of C.G. limits (nose heavy). When I lifted the helicopter to hover the nose pitched down and the helicopter accelerated forward. I applied full aft cyclic stick but the helicopter went between 2 trees and the main rotor blades struck the trees. The forward motion stopped-the helicopter yawed left-then fell to rest on the left side. I climbed out of the right door and [student] followed me out." A Federal Aviation Administration (FAA) inspector performed an on-scene examination on March 3, 2001. According to the inspector, the helicopter sustained substantial damage to the main rotor system, both rotor blades, the tail boom, left side of the fuselage, and skids. Examination of the Rotorway International Exec 162F flight manual revealed that item four on the Start Up/Run Up and Take-off checklist stated, "Check ballast weight location." Further examination of the flight manual revealed that in the weight and balance section, it stated: "SOLO flight is performed ONLY FROM THE LEFT SEAT, and must have the ballast weight placed on the front passenger skid. DUAL flight requires the ballast weight be placed on the rear mount tube under the tail boom." The flight instructor reported 3,725 total flight hours in helicopters; 8 hours in make and model, of which 3 hours were logged as instructor. The flight instructor also reported there were no mechanical malfunctions. ## Aircraft - Registration: [N929BL](https://openairdocs.org/deregistered/N929BL-2001-07-31), registration cancelled 2001-07-31, S/N 6280 (OpenAirDocs) - Reported make and model: Lenart Rotorway Exec 162F - Registry model: [Lenart Brad F ROTORWAY EXEC 162F](https://openairdocs.org/model/lenart-brad-f-rotorway-exec-162f) (registry code 05605OS) (OpenAirDocs) - Category: Helicopter, amateur-built - Serial number: 6246 - Airframe hours: 36 - Engines: Rotorway RI 162F 150 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Bradley Lenart - Registered owner: Alicia Taylor - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Continuous airworthiness, February 24, 2001, 11 hours before - Departed: NONE, Wallingford, CT - Destination: NONE, SEYMOUR, CT - Airport: NONE, Unk/Na ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 49; injuries: none; flight instructor, commercial; airplane ratings: single-engine land; instrument ratings: airplane, helicopter; medical: class 2, valid medical--w/ waivers/lim; last flight review August 27, 2000; seat: right; flight hours: 3,885 total, 8 in this make and model, 3,775 as pilot in command, 8 in the last 90 days - Student pilot; age 30; injuries: none; student; medical: class 3, valid medical--no waivers/lim.; seat: left; flight hours: 36 total, 33 in this make and model, 6 in the last 90 days, 3 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: 5,500 ft overcast - Temperature: 39 °F, dew point 36 °F - Altimeter: 29.85 inHg - Observed at: MMK, 4 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 20010303003799A](https://openairdocs.org/incident/20010303003799A), Mar 3, 2001: Amtr EXEC162F, Wallingford, CT, Substantial damage. (.19) On March 3, 2001, at 1430 EST a homebuilt rotorway exec 162F helicopter N929BL, was substantially damaged when it struck trees after lifting to a hover… 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.