# NTSB NYC95LA112: Helio H-250, N5460E, Clarkson, NY, May 18, 1995 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: May 18, 1995, 19:15 local (23:15 UTC) - Place: Clarkson, NY - Location: 43.2398° N, 77.9162° W: Placed by OpenAirDocs: center of Clarkson, NY, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=43.2398&lon=-77.9162&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor, 3 uninjured - Status: Completed, report September 3, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 38961 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC95LA112 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38961/pdf - Page: https://openairdocs.org/ntsb/NYC95LA112 ## Probable cause Failure of the engine fuel pump, which resulted in fuel starvation and loss of engine power over an unsuitable landing area. Factors relating to the accident were: the airplane manufacture did not list the use of the installed electric boost pumps, nor did the pilot turn on the boost pump, once the engine lost power. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(partial) - mech failure/malf, takeoff - initial climb - fuel system,pump - failure (cause) - fluid,fuel - starvation (cause) - fuel boost pump selector position - not used, pilot in command (contributing factor) - condition(s)/step(s) not listed, manufacturer (contributing factor) - Forced landing, maneuvering - turn to landing area (emergency) - terrain condition - high obstruction(s) - In flight collision with terrain/water, emergency landing ## Analysis THE PILOT DEPARTED ON A LOCAL FLIGHT WITH THREE PASSENGERS. THE ENGINE START, TAXI, AND INITIAL TAKEOFF WERE NORMAL. AS THE AIRPLANE FLEW OVER THE END OF THE RUNWAY AT 50 TO 75 FEET, THE ENGINE LOST POWER. THE PILOT INITIATED A TURN BACK TO THE AIRPORT, DUE TO TREES DIRECTLY AHEAD. AT THE COMPLETION OF THE TURN, THE RIGHT WING STRUCK THE GROUND. AN EXAMINATION REVEALED THE ENGINE FUEL PUMP, MANUFACTURED PRIOR TO 1978, HAD FAILED DUE TO A WORN ROD SLOT AND LINK ARM. THE AIRPLANE WAS EQUIPPED WITH AN ELECTRIC BOOST PUMP; HOWEVER, THE AIRPLANE MANUAL DID NOT DIRECT OR DISCUSS THE USE OF THE BOOST PUMP, AND THE BOOST PUMP HAD NOT BEEN TURNED ON FOR THIS FLIGHT. ## Factual narrative On May 18, 1995, at 1915 eastern daylight time, a Helio H-250, N5460E, was substantially damaged during a forced landing after takeoff from the Para-Tech Airport, Clarkson, New York. The private pilot received minor injuries and the three passengers were not injured. Visual meteorological conditions prevailed, for the personal flight that originated from the Para-Tech Airport (8NY8). No flight plan had been filed for the flight conducted under 14 CFR Part 91. In the NTSB Form 6120.1/2, the pilot stated the purpose of the flight was to demonstrate the capabilities of the H-250 to a parachute organization, and the right door and seat were removed for the evaluation flight. The pilot and passengers boarded the airplane, and the engine start and run-up were normal. The pilot taxied out for takeoff, applied power, and takeoff occurred "just over 40 MPH." The engine began to lose power as the airplane flew over the end of the runway, at 60 MPH, and about 50 to 75 feet above the ground. The pilot initiated a turn back to the runway due to trees ahead of his flight path. The pilot further stated: ...The turn went well, but when I tried to level off before flare, I could not pick the right wing up. No matter what pressure I applied, the wing would not come up, and we were mushing-in. In the Federal Aviation Administration Inspector's report, he stated that examination of the wreckage revealed fuel in the line from the wing tanks to the engine driven fuel pump. No fuel was detected in the line from the fuel pump to the carburetor, or in the carburetor bowl. He estimated the wing tanks contained about 30 gallons of fuel. The FAA Inspector examined two electrical fuel boost pumps installed in the airplane. The outboard pump was inoperative, while the inboard pump was operational. The engine mechanical fuel pump was also examined. When the mechanical pump was tested, it did not pump fuel. In the pilot's statement, he said that he did not have either of the fuel boost pumps [on], and that the Helio Courier Owner's Manual did not state that they should be [on]. A review of the Owner's Manual revealed that the boost pumps were only described as a component of the fuel system. The use of the pumps during normal and emergency procedures are not discussed. On September 21, 1995, the engine driven fuel pump was examined at the Textron-Lycoming Aircraft Engine Facility, Williamsport, Pennsylvania, in the presence of an NTSB Air Safety Investigator (ASI). The examination revealed the engine pump was manufactured prior to 1978. The ASI's report stated that the internal components of the pump appeared normal up to the slot in the pull rod. The report further sated: The slot in the pull rod, which holds the link, showed evidence of wear. There was a 'shinny' spot on the rod slot. Additionally, the link 'hook' showed wear. Several attempts to reinstall the rod onto the link were unsuccessful. The rod became dislodged from the link each time, and jammed the pump. ## Aircraft - Registration: [N5460E](https://openairdocs.org/deregistered/N5460E-2012-09-21), registration cancelled 2012-09-21, S/N 2517, built 1965 (OpenAirDocs) - Reported make and model: Helio H-250 - Registry model: [Helio H-250](https://openairdocs.org/model/helio-h-250) (registry code 4300302) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2517 - Airframe hours: 2800 - Engines: Lycoming O-540-A1A5 250 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Leland C. Hurd - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 17, 1995, 6 hours before - Departed: 8NY8 - Airport: 8NY8, Para-Tech, runway 27, 1,600 × 50 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 53; private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: left; flight hours: 449 total, 91 in this make and model, 402 as pilot in command, 4 in the last 90 days, 1 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 9 knots - Visibility: 20 statute miles - Lowest ceiling: 11,000 ft broken - Temperature: 61 °F, dew point 57 °F - Altimeter: 29.00 inHg - Observed at: ROC, 16 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 19950518049029A](https://openairdocs.org/incident/19950518049029A), May 18, 1995: Helio H250, Brockport, NY, Substantial damage. (-16) Investigation continuing. ## Other investigations on N5460E (4) 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. - [NTSB ANC85LA119](https://openairdocs.org/ntsb/ANC85LA119), Jul 6, 1985: Helio 250 (N5460E), Anchorage, AK, substantial damage - [NTSB ANC80DAG22](https://openairdocs.org/ntsb/ANC80DAG22), Dec 30, 1979: Helio Acft H-250 (N5460E), Anchorage, AK, substantial damage - [NTSB CHI67F0629](https://openairdocs.org/ntsb/CHI67F0629), Apr 20, 1967: Helio Acft H-250 (N5460E), Traverse City, MI, substantial damage - [NTSB CHI67F0333](https://openairdocs.org/ntsb/CHI67F0333), Oct 22, 1966: Helio H-250 (N5460E), Lushing, MI, substantial damage 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.