# NTSB SEA00LA028: Hughes 369E, N11KV, Salem, OR, December 3, 1999 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: December 3, 1999, 10:30 local (18:30 UTC) - Place: Salem, OR - Coordinates: 45.00975, -122.910369 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.0097&lon=-122.9104&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 1 minor - Status: Completed, report June 23, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 48526 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA00LA028 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48526/pdf - Page: https://openairdocs.org/ntsb/SEA00LA028 ## Probable cause Failure of the pilot to maintain ground clearance, resulting in the long-line snagging and then striking the tail rotor. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - external load cable/hook - snagged (cause) - clearance - not maintained, pilot in command (cause) - rotor system,tail rotor - blade strike (cause) - Forced landing, descent - uncontrolled - Forced landing, emergency descent/landing ## Analysis The helicopter was operating with a 25 foot long-line at the time of the accident. The pilot was returning to pick up another load of Christmas trees, maneuvering at slow speed looking for the hooker, when he heard a loud bang and the aircraft began to spin rapidly. More bangs were heard from the rear of the aircraft as it continued to spin. The pilot rolled the throttle to idle, which did not arrest the spin. The aircraft then entered a nose-low attitude while spinning; the pilot could not get the nose up with full aft cyclic. Just prior to ground impact, the pilot rolled the throttle to full open, which brought the nose up to a near-level attitude. The helicopter impacted the ground level, but sliding to the left into a hillside. Terrain was described as small rolling hillsides with various fields of small to large Christmas trees. FAA inspectors found evidence of white paint transfer on the long-line cable, and also signatures consistent with cable marks on one of the two separated tail rotor blades. Witnesses noted that ground fog was forming in the area at the time of the accident. ## Factual narrative On December 3, 1999, approximately 1030 Pacific standard time, a Hughes 369E helicopter, N11KV, was substantially damaged during a forced landing after sustaining in-flight damage to the tail rotor while conducting Christmas tree external load operations (14 CFR 133) near Salem, Oregon. The commercial pilot, the sole occupant, received minor injuries. There was no flight plan for the local flight, which was conducted in visual meteorological conditions. There was no report of an ELT actuating. The helicopter was operating with a 25 foot long-line at the time of the accident. The pilot was returning to pick up another load of trees, when he heard a bang and released the cable. He was estimated to be between 30 and 50 feet above ground level at the time. The helicopter made three to five rotations to the right before the pilot was able to land. The pilot stated that he had an immediate loss of tail rotor effectiveness. During the forced landing, the main rotor struck and separated the tail boom. In a written report, the operator stated that while the pilot was maneuvering at slow speed looking for the hooker, he heard a loud bang and the aircraft began to spin rapidly. More bangs were heard from the rear of the aircraft as it continued to spin. The pilot rolled the throttle to idle, which did not arrest the spin. The aircraft then entered a nose-low attitude while spinning; the pilot could not get the nose up with full aft cyclic. Just prior to ground impact, the pilot rolled the throttle to full open, which brought the nose up to a near-level attitude. The helicopter impacted the ground level, but sliding to the left into a hillside. Terrain was described as small rolling hillsides with various fields of small to large Christmas trees. FAA inspectors found evidence of white paint transfer on the long-line cable, and also signatures consistent with cable marks on one of the two separated tail rotor blades. Witnesses did note that ground fog was forming in the area at the time of the accident. ## Aircraft - Registration: N11KV (not matched to a registry record) - Reported make and model: Hughes 369E - Category: Helicopter - Serial number: 172E - Airframe hours: 2995 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: Substantial damage - Flight: Other work use, Part 133 - Operator: Pathfinder Helicopter Inc - Registered owner: Omni Energy Sources - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 22, 1999, 36 hours before ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; commercial; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 13,200 total, 3,500 in this make and model, 13,050 as pilot in command, 173 in the last 90 days, 173 in the last 30 days, 10 in the last 24 hours ## Weather - Conditions: Day - Visibility: 0.2 statute miles - Temperature: 48 °F ## 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 19991203035799A](https://openairdocs.org/incident/19991203035799A), Dec 3, 1999: Hughes 369E, Salem, OR, Substantial damage. (.19) On December 3, 1999, approximately 1030 pacific standard time, a Hughes 369E helicopter, N11KV, was substantially damaged during a forced landing after… 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.