# NTSB LAX00LA181: Hughes 269C, N5395S, Rialto, CA, May 1, 2000 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 1, 2000, 16:45 local (23:45 UTC) - Place: Rialto, CA - Coordinates: 34.099025, -117.379089 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.0990&lon=-117.3791&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report October 9, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 49094 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX00LA181 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49094/pdf - Page: https://openairdocs.org/ntsb/LAX00LA181 ## Probable cause The student's misjudged altitude and failure to maintain rotor rpm while practicing an autorotation, and, the instructor's delayed remedial corrective action and inadequate supervision of the flight. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - autorotation - initiated, dual student - altitude - misjudged, dual student (cause) - rotor rpm - not maintained, dual student (cause) - remedial action - delayed, pilot in command(cfi) (cause) - supervision - inadequate, pilot in command(cfi) (cause) - Roll over, landing - flare/touchdown ## Analysis The helicopter landed hard and rolled over during a practice autorotation. The CFI was providing dual instruction to his student, a CFI candidate. The student was handling all of the controls, and he intended to perform a 180-degree full touchdown autorotation. During the maneuver, the CFI observed that his student had allowed the airspeed to decrease and the main rotor rpm to become low. The CFI called the low rotor rpm situation to his student's attention. However, the student did not take decisive corrective action by initiating a power recovery in sufficient time to avoid the resultant low rotor rpm flare and hard touchdown. No mechanical malfunctions were noted. ## Factual narrative On May 1, 2000, about 1645 hours Pacific daylight time, a Hughes 269C, N5395S, operated by Western Operations, Inc., landed hard at the (uncontrolled) Rialto Municipal Airport, Rialto, California. The helicopter was substantially damaged, and the commercial certificated flight instructor (CFI) and the student sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed. The instructional flight was performed under 14 CFR Part 91, and it originated from Rialto about 1600. The CFI indicated to the National Transportation Safety Board investigator that he was providing dual instruction to the student, and the student was handling all of the engine and flight controls. The CFI was providing training to the student who was a CFI candidate. The accident occurred during a practice, 180-degree full touchdown autorotation, when the helicopter's airspeed decreased and the main rotor rpm became too low. The CFI indicated that he observed the low rpm indication and called it to the attention of his student, but the student did not take decisive corrective action by promptly initiating a power recovery to avoid the resultant low rotor rpm flare and hard touchdown. No mechanical malfunctions were noted. The student reported to the Safety Board investigator that he holds an airline transport pilot certificate with both airplane and rotorcraft ratings. He also holds a CFI certificate for airplanes. The purpose of the flight was to receive instruction in furtherance of a rotorcraft instructor's certificate. The student indicated that he commenced the practice full touchdown autorotation from 2,000 feet mean sea level (about 545 above ground level), and abeam the desired taxiway touchdown point. He stated that, "As I rolled out on final at 300 feet (agl) I was low." The student indicated that although he had initiated a power recovery, the helicopter impacted the ground hard. He also stated that no mechanical malfunctions occurred during the flight. ## Aircraft - Registration: [N5395S](https://openairdocs.org/deregistered/N5395S-2002-06-12), registration cancelled 2002-06-12, S/N 100885, built 1981 (OpenAirDocs) - Reported make and model: Hughes 269C - Registry model: [Hughes 269C](https://openairdocs.org/model/hughes-269c) (registry code 4470504) (OpenAirDocs) - Registry engine: [Lycoming HIO-360 series](https://openairdocs.org/engine/lycoming-hio-360-series) (registry code 41524, reciprocating) (OpenAirDocs) - Category: Helicopter - Serial number: 100885 - Engines: Lycoming HIO-360-D1A 190 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Operator: Western Operations, Inc. - Registered owner: Metro Air Services, Inc. - Airworthiness certificate: Standard, Normal - Departed: L67 - Airport: L67, Rialto Municipal ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 67; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 17,000 total, 2,000 in this make and model, 75 in the last 90 days, 33 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 240° at 13 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 187 °F, dew point 135 °F - Altimeter: 29.00 inHg - Observed at: ONT, 11 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 20000501013369A](https://openairdocs.org/incident/20000501013369A), May 1, 2000: Hughes 269C, Rialto, CA, Substantial damage. (-23) On may 1, 2000,at 1655 hrs PDT, a highes 269C, N5395S amde a hard landing at the termination of an unsuccessful autorotation power recovery at the Rialto… 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.