# NTSB SEA06CA102: Hughes 369A, N369V, Banks, OR, May 19, 2006 - Type: NTSB accident investigation - Classification: Accident · No injuries · Data collection · Final report - Date: May 19, 2006, 13:00 local (20:00 UTC) - Place: Banks, OR - Coordinates: 45.582778, -123.05278 - Nearby events: https://openairdocs.org/map.md?lat=45.5828&lon=-123.0528&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report October 3, 2006 - Report: Approved by Office Director - NTSB case key (mKey): 63719 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA06CA102 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63719/pdf - Page: https://openairdocs.org/ntsb/SEA06CA102 ## Probable cause The pilot's failure to maintain rotor rpm while performing a simulated autorotation, which resulted in a hard landing. A contributing factor was the pilot's incorrect interpretation of the examiner's instruction to add power. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - autorotation - performed, pilot in command - terrain condition - ground - rotor rpm - not maintained, pilot in command (cause) - interpretation of instructions - incorrect, pilot in command (contributing factor) - misc rotorcraft,main rotor/tail boom contact ## Analysis During the practical test for a flight instructor certificate, the pilot was asked by the examiner to perform a 180 degree autorotation with a power recovery. He entered the autorotation, executed the 180 degree turn, and initiated the flare at approximately 50 feet agl. He stated that he "failed to roll on enough throttle simultaneously with the flare as the rotor RPM started to decay." He further stated that the examiner told him, "power, power, power," which he interpreted as meaning pull up on the collective. The addition of pitch further decayed the rotor RPM. The helicopter made "a firm level landing," and the main rotor contacted and severed the tail boom. The pilot explained that in his training, he had learned to associate the term "power" with "pull power on the collective" and the term "roll on" with "roll on the throttle." When the examiner told him, "power, power, power," he reacted by applying collective, but the examiner was wanting him to add power by rolling on the throttle. The pilot stated that the accident could have been prevented by maintaining rotor RPM during the power recovery and "proper understanding of commands between DPE [examiner] and PIC." ## Factual narrative On May 19, 2006, about 1300 Pacific daylight time, a Hughes 369A helicopter, N369V, sustained substantial damage during a hard landing at Skyport Airport near Banks, Oregon. The commercial pilot, who was taking the practical test for issuance of a flight instructor certificate, and the designated examiner were not injured. The helicopter was registered to and operated by Applebee Aviation, Inc., of Banks. Visual meteorological conditions prevailed and no flight plan was filed for the 14 CFR Part 91 flight. The flight departed from the Portland - Hillsboro Airport in Hillsboro, Oregon, about 1200. The pilot reported that he was asked by the examiner to perform a 180 degree autorotation with a power recovery. He entered the autorotation, executed the 180 degree turn, and initiated the flare at approximately 50 feet agl. He stated that he "failed to roll on enough throttle simultaneously with the flare as the rotor RPM started to decay." He further stated that the examiner told him, "power, power, power," which he interpreted as meaning pull up on the collective. The addition of collective pitch further decayed the rotor RPM. The helicopter made "a firm level landing," and the main rotor contacted and severed the tail boom. The pilot explained that in his training, he had learned to associate the term "power" with "pull power on the collective" and the term "roll on" with "roll on the throttle." When the examiner told him, "power, power, power," he reacted by applying collective, but the examiner was wanting him to add power by rolling on the throttle. The pilot stated that the accident could have been prevented by maintaining rotor RPM during the power recovery and "proper understanding of commands between DPE [examiner] and PIC." ## Aircraft - Registration: [N369V](https://openairdocs.org/deregistered/N369V-2020-06-17), registration cancelled 2020-06-17, S/N 191021, built 1969 (OpenAirDocs) - Reported make and model: Hughes 369A - Registry model: [Hughes 369A](https://openairdocs.org/model/hughes-369a) (registry code 4470503) (OpenAirDocs) - Registry engine: [Amateur-built UNKNOWN ENG](https://openairdocs.org/engine/amateur-built-unknown-eng) (registry code 99999) (OpenAirDocs) - Category: Helicopter - Serial number: 191021 - Engines: Allison 250-C16 turbo shaft - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Applebee Aviaiton Inc. - Airworthiness certificate: Standard, Normal - Departed: HIO, Hillsboro, OR - Destination: 4S4, Banks, OR - Airport: 4S4, Skyport, runway 16 ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; commercial; instrument ratings: helicopter; medical: class 2; flight hours: 201 total, 24 in this make and model, 25 in the last 90 days, 23 in the last 30 days ## Weather - Conditions: Visual (VMC), Day ## 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 20060519008359A](https://openairdocs.org/incident/20060519008359A), May 19, 2006: Hughes 369A, Gleneden Beach, OR, Substantial damage. (-23) During a certificated flight instructor check ride, the pilot [privacy data omitted] was instructed to do a power recovery maneuver. It is reported that… 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.