LAX00LA226

The helicopter touched down on the downside portion of a hill, struck a tree, and became inverted. The purpose of the flight was to conduct a new hire checkout. The purpose of the landing was to retrieve a door that had come off in flight the day prior to the accident. During the approach for landing the new hire pilot performed a high and low reconnaissance of the area. This was to check for wind direction and verify the landing area was clear of obstructions. About 100 feet from the intended touchdown point, the wind changed direction and became a tailwind. He attempted to compensate for the loss of altitude by increasing power, but the engine did not have enough power. The helicopter was still controllable with full left rudder. The helicopter started to settle and the engine and rotor rpm were decaying. When the new hire attempted to fly down hill to regain rpm, he felt resistance on the controls, but did not recall the check pilot indicating that he was going to take the controls. The check pilot instructed the other pilot to verify his rpm and verbalized that he was taking the flight controls. He attempted to perform a low rpm recovery. He reduced the collective and rolled on the throttle. However, he noted that the throttle was already in the full on position. He attempted to recover rpm by moving the collective up and down to clear the ridgeline. The helicopter continued to settle and landed hard. No discrepancies were noted with engine power.

On June 14, 2000, at 0915 hours Pacific daylight time, a Hughes 269C, N9692F, rolled over after encountering settling with power while attempting to land in the Newhall Pass, near Santa Clarita, California. The helicopter, operated by King Aviation Centers as a new hire instructor checkout flight under the provisions of 14 CFR Part 91, sustained substantial damage. The airline transport pilot/owner (check pilot) and the certified flight instructor were not injured. Visual meteorological conditions existed for the flight, and no flight plan was filed. The flight originated from the Van Nuys Airport, Van Nuys, California, at 0900, and was scheduled to terminate at Van Nuys.

The check pilot stated that the purpose of the flight was to conduct a new hire instructor checkout for the company, and for insurance requirements. On a training flight the day before the accident, the accident helicopter had lost a door. On the accident flight, he and the other pilot were attempting to locate the door.

The preflight, start, and before takeoff procedures were performed per the checklist with no discrepancies noted. The check pilot indicated that the weather at Van Nuys was hazy with calm winds and a temperature of 70 degrees Fahrenheit. After entering the Newhall Pass, they found the winds to be variable, gusting from 5 knots to 15 knots, with light turbulence, and a temperature "in excess of 90 [Fahrenheit]."

After locating the area where the door had been lost, the check pilot directed the new hire pilot to land. He stated that the new hire was going to conduct a pinnacle landing. This included a high and low reconnaissance of the landing area. After identifying winds from the southwest, the new hire initiated an approach to the ridgeline. The check pilot stated that approximately 100 feet from the intended touchdown point, the "wind suddenly changed direction becoming north-northeast . . . ." The helicopter was still controllable with full left pedal. He noted that the helicopter had begun to settle and that engine and rotor rpm's were decaying.

The check pilot took the controls from the other pilot to perform a low rpm recovery. This required reducing the collective and rolling "ON" the throttle; however, he noted that the throttle was already in the full on position. In an attempt to recover the rpm, he started "pumping" the collective in order to gain enough rpm to clear the ridgeline. The helicopter continued to settle and he was unable to regain rpm. The pilot stated that he had two options; one was to settle vertically on the ridge, or to land downhill on the other side. He chose the second option. After landing, the helicopter came to a sudden stop and rolled over on its left side after the main rotor blades contacted a tree. The pilot stated that there were no engine power discrepancies during the accident sequence.

A deputy from Los Angeles Sheriff's department interviewed both pilots. The new hire stated that when he started to descend for landing the helicopter experienced a "strong tailwind." They were unable to maintain altitude due to the "downwash." He attempted to compensate for the loss of altitude by increasing power to the helicopter, but the engine did not have enough power.

The check pilot stated that the wind was blowing from the southwest; the new hire turned the helicopter into the wind and started to descend. The descent was into a "canyon area" and the check pilot noted that the wind direction changed rapidly in this environment. The helicopter lost lift. A power increase was attempted; however, there was not enough power to compensate for the loss of altitude, and the helicopter landed hard.

A Federal Aviation Administration (FAA) inspector interviewed both pilots. The new hire stated that he had set up for a landing into the wind. When he got closer to the ground he felt the helicopter lose lift and determined that the wind had shifted to a tailwind. He added power and flew forward, to the left, down a hill to regain airspeed. The new hire stated that as the helicopter started to fly down the hill, he felt resistance on the controls. He determined that the check out pilot was lowering the collective to land. The new hire stated that the check pilot did not tell him he was taking the controls.

The check pilot stated that he told the other pilot to verify rpm because it was decaying and to do something about it. He further stated that he verbalized that he was taking the controls from the other pilot.