# NTSB NYC06LA122: Hughes 369HS, N9244F, Mattituck, NY, May 28, 2006 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 28, 2006, 15:18 local (19:18 UTC) - Place: Mattituck, NY - Coordinates: 41.0172222222222, -72.5597222222222 - Nearby events: https://openairdocs.org/map.md?lat=41.0172&lon=-72.5597&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report November 29, 2007 - Report: Approved by Office Director - Parties: Rolls-Royce Corporation, FAA/FSDO, The Boeing Company, Air Accidents Investigation Branch - NTSB case key (mKey): 63765 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC06LA122 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63765/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=63765 - Page: https://openairdocs.org/ntsb/NYC06LA122 ## Probable cause A loss of engine power due to undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Abrupt maneuver, maneuvering - aerobatics - performed, pilot in command - Loss of engine power(total) - nonmechanical, maneuvering - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency descent/landing - terrain condition - water ## Analysis While aggressively maneuvering over the shore and ocean, below 100 feet above ground level, the helicopter experienced a total loss of engine power. The pilot entered an autorotation, and activated the float system. The helicopter impacted the water in a level attitude, but with enough forward speed to become submerged and then bounce 15 to 18 feet back into the air. The helicopter impacted the water a second time, but this time inverted. Both occupants egressed the submerged helicopter, and were rescued shortly after reaching the surface. A postaccident examination of the helicopter revealed main rotor blade damage consistent with a loss of power; however examination of the engine and powertrain were inconclusive. ## Factual narrative On May 28, 2006, at 1518 eastern daylight time, a Hughes 369HS, N9244F, was substantially damaged near Mattituck, New York, after it impacted water during a forced landing. The certificated private pilot and the passenger received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that departed from a field near Mattituck, about 1510. The personal flight was conducted under 14 CFR Part 91. According to the pilot he had approximately 40 gallons of fuel onboard. He had "just departed" from private property and was climbing to approximately 600 feet mean sea level (msl). He then began to turn right to a "southeasterly" heading when he "heard and felt" a bang. He noted that the red engine out light began to flash, the engine speed began to decrease, and he could hear the auto relight "clicking." The pilot leveled off the helicopter and adjusted the flight controls for autorotation. At approximately 20 feet msl, he started to flare and activated the float system. He then leveled off the helicopter once again and "pulled collective" to stop the descent rate. The helicopter touched down on the waters of Long Island Sound in a "relatively" level attitude with a "slight" forward movement, nosed over, and became inverted. According to the passenger, the pilot flew the passenger's father and brother on a "short ride" prior to the accident flight. On the accident flight, the passenger and the pilot "flew to the ocean, and waved at fishermen." As they started to "return to the vineyard," the engine "got quiet," they "tilted down," and then "went underwater." He believed that the pilot inflated the pontoons when they hit the water. After the helicopter struck the water, it took the passenger about 15 seconds to find his seatbelt and egress. Approximately 1 minute after ascending to the surface of the water, they were picked up by a fishing boat. According to a witness who was standing on the beach, the helicopter first appeared from behind him, passing over the top of a "bluff" from the west. The helicopter appeared to be "about 25 to 30 feet above the treeline" when it passed overhead. It then turned "hard left" into an approximate 90-degree bank and descended toward the beach. The helicopter then paralleled the beach in a westerly direction and then turned to the right (north) and proceeded out over the water for about a mile. It was then observed by the witness to reverse, and head in a southerly direction, back towards land at "high speed" approximately 50 feet above the water. When the helicopter reached the shoreline it banked to the left and flew towards the witness at 15 to 20 feet above the shoreline. Shortly before passing over the witness it climbed, slowed, and then headed back over the bluff. The helicopter reappeared over the top of the bluff, 5 to 10 minutes later. It was flying about 25 to 50 feet above the treeline. The witness then observed sand blowing on the ground because of the low altitude of the helicopter. The helicopter then "banked hard 90-degrees to the left," and paralleled the shoreline about 30 feet offshore at approximately 50 feet above the water, traveling in a westerly direction. The witness next observed the helicopter bank "very hard right" and proceed out over the water for approximately a quarter of a mile. The helicopter once again "banked hard right, this time exceeding 90 degrees," and the witness heard the "motor revving very high." As the helicopter approached the shore, it "banked left," again "past the 90-degree mark," and engine noise increased. The helicopter returned to level flight, but the "engine did not sound well." The witness then heard a "bang," and the helicopter began to lose speed and altitude "fast." Gray smoke began to emanate from the back of the helicopter, and the floats inflated. The helicopter struck the water "flat down," and the rotor blades severed the tail boom, as the helicopter became submerged. The helicopter then "popped" out of the water and into the air, reaching approximately 15 to 18 feet. It then impacted the water again, but this time inverted, and sank. PERSONNEL INFORMATION According to the pilot and Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a rating for rotorcraft helicopter. He reported 1,800 total hours of flight experience, 1,700 hours of which were in helicopters, and 1,400 hours of which were in make and model. His most recent third-class medical certificate was issued on March 9, 2004, and had expired two months prior to the accident. AIRCRAFT INFORMATION According to FAA and maintenance records, the helicopter was manufactured in 1975. It had accrued 7,290.5 total hours of operation. It's most recent annual inspection was completed on July 27, 2005. METEOROLOGICAL INFORMATION A weather observation taken about 25 minutes prior to the accident, at Francis S. Gabreski Airport (FOK), Westhampton Beach, New York, located approximately 12 nautical miles southwest of the accident site, recorded the wind as 140 degrees at 9 knots, visibility 10 miles, clear skies, temperature 73 degrees Fahrenheit, dew point 57 degrees Fahrenheit, and an altimeter setting of 30.15 inches of mercury. WRECKAGE AND IMPACT INFORMATION Examination of the airframe and powerplant was conducted under the supervision of the FAA. During the examinations no preimpact mechanical malfunctions were discovered. Airframe and Drive System Examination Examination of the forward portion of the fuselage revealed that portions of the chin bubbles were missing and the lower left forward fuselage exhibited compression damage. The rear section of the fuselage including the aft fairing and the remaining forward portion of the tailboom exhibited crushing and tearing, consistent with a main rotor blade strike, and was displaced to the right. The aft section of the tailboom, tail rotor assembly, and vertical fin, were missing. Examination of the remains of the forward portion of the tail rotor driveshaft revealed evidence of rotational scoring and torsional overload with the torsion in the drive direction. The main rotor blades exhibited varying degrees of damage. The Blue blade exhibited a 90-degree bend just outboard of the blade grip, chordal separation outboard of station 93 and trailing edge separation between the upper and lower surfaces. Red and white paint transfer marks were also discovered along the leading edge abrasion strip. The Green blade exhibited bending just outboard of the blade grip with portions exhibiting separation of the trailing edge. The Yellow blade exhibited bending, downward bowing and trailing edge separation. The Red blade exhibited no damage. Engine Examination External examination of the engine revealed that water was present throughout the engine with multiple areas exhibiting corrosion consistent with immersion in seawater. The engine-to-transmission driveshaft was intact and coupled. No evidence of compromised engine inlet structure was discovered. Examination of the engine bay and upper deck did not reveal any evidence of oil or fuel leaks. Inspection of the compressor inlet and inlet plenum did not reveal any evidence of foreign material and/or damage. No anomalies were noted with either the combustion or turbine sections. Attempts to rotate the gas producer turbine (N1) shafting from the compressor rotor and the N1 tachometer drive were unsuccessful. The starter/generator drive gear was turned with a spline wrench. The gear turned freely and did not feel as if there was continuity. The power turbine (N2) shafting system was free and continuous from the N2 rotor to the accessory gearbox. The drive train was continuous from the main rotor head to the power take-off gear. Torque applied to the engine-to-transmission driveshaft, resulted in an approximate 3-degre ## Aircraft - Registration: [N9244F](https://openairdocs.org/deregistered/N9244F-2013-03-19), registration cancelled 2013-03-19, S/N 350722S, built 1975 (OpenAirDocs) - Reported make and model: Hughes 369HS - Registry model: [Hughes 369HS](https://openairdocs.org/model/hughes-369hs) (registry code 4470728) (OpenAirDocs) - Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: 3507722S - Airframe hours: 7290.5 - Engines: Allison 250-C20 243 horsepower turbo shaft - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Procopters Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 1, 2005, 22 hours before - Departed: NONE, Mattituck, NY - Destination: NONE ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; injuries: minor; private; medical: class 3, without waivers/limitations; last flight review December 1, 2005; seat: left; flight hours: 1,800 total, 1,400 in this make and model, 1,600 as pilot in command, 40 in the last 90 days, 10 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 140° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 57 °F - Altimeter: 30.14 inHg - Observed at: FOK, 12 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 20060528031299A](https://openairdocs.org/incident/20060528031299A), May 28, 2006: Hughes 369HS, Mattituck, NY, Destroyed. (-23) While maneuvering over the water, the pilot [privacy data omitted] heard a bang and lost power. He was unable to perform a successful autorotation and… ## Docket (11 files) The files NTSB released with the investigation on November 4, 2007, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=63765. 4.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 450 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284412&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statements and Interview Summaries (item 2, .PDF, 329 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284413&FileExtension=.PDF&FileName=Witness%20Statements%20and%20Interview%20Summaries-Redacted.PDF - Weather Reports and Records (item 3, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284414&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Reports from Parties to the Investigation ( Excerpt from Rolls-Royce Engine Investigation Report) (item 4, .PDF, 272 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284720&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20(%20Excerpt%20from%20Rolls-Royce%20Engine%20Investigation%20Report)-Redacted.PDF - Memorandum for the Record (FAA and AAIB Oversight) (item 5, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284722&FileExtension=.PDF&FileName=Memorandum%20for%20the%20Record%20(FAA%20and%20AAIB%20Oversight)-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 6, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284415&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Photograph 1 of Main Wreckage (Front View) (item 7, .PDF, 629 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284416&FileExtension=.PDF&FileName=Photograph%201%20of%20Main%20Wreckage%20(Front%20View)-Master.PDF - Photograph 2 of Main Wreckage (Forward belly) (item 8, .PDF, 626 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284417&FileExtension=.PDF&FileName=Photograph%202%20of%20Main%20Wreckage%20(Forward%20belly)-Master.PDF - Photograph 3 of Main Wreckage (Left Side) (item 9, .PDF, 626 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284418&FileExtension=.PDF&FileName=Photograph%203%20of%20Main%20Wreckage%20(Left%20Side)-Master.PDF - Photograph 4 of Main Wreckage (Right Side) (item 10, .PDF, 632 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284419&FileExtension=.PDF&FileName=Photograph%204%20of%20Main%20Wreckage%20(Right%20Side)-Master.PDF - Photograph 5 of Main Wreckage (Tail Rotor Drive Shaft) (item 11, .PDF, 632 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40284420&FileExtension=.PDF&FileName=Photograph%205%20of%20Main%20Wreckage%20(Tail%20Rotor%20Drive%20Shaft)-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.