- Date
- March 21, 1998, 17:45 local (Mar 22, 1998, 01:45 UTC)
- Place
- Seattle, WA
- Injuries
- 2 minor, 2 uninjured
- Damage
- Substantial damage
- Phase of flight
- Approach
- Aircraft
- N5245PHughes 369E
- Weather
- Visual (VMC) · Day
- Status
- Completed · report February 11, 2000
- Report
- Approved by Office Director
- FAA report
- 19980321021639A
- Case key
- 42765
From the NTSB’s public API. By law, NTSB reports can’t be used as evidence in lawsuits over the accident.
On this page
Probable cause
Loss of engine power due to a restricted fuel system filter.
Sequence of events
NTSB’s coding before 2008: each occurrence and phase of flight, and the causes and factors under it. The codes are defined in NTSB’s coding manual.
Analysis
The pilot stated that he was making a normal approach until about 30 feet in the air on short final, when he experienced a loss of power. After the resulting hard landing, the engine was still running and shut down by the pilot. Pressure and vacuum checks were performed on the engine fuel system and the engine was run successfully. Upon reassembly of the helicopter, the airframe mounted anti-ice fuel filter element was found to be restricted and the bypass switch was inoperative.
Factual narrative
On March 21, 1998, approximately 1745 Pacific standard time, a Hughes 369E, N5245P, registered to and operated by Trident Seafoods Corporation, was substantially damaged during a hard landing at Boeing Field, Seattle, WA. The pilot and one passenger received minor injuries. The two remaining passengers received no injuries. Visual meteorological conditions prevailed and no flight plan had been filed. The flight, which was for personal purposes, was operated under 14CFR91, and originated from Barnes Island, WA approximately 40 minutes prior to the accident.
During an interview, the pilot stated that everything was normal until he was about 30 feet in the air on short final. At that point he experienced a loss of power but the engine did not quit. After the resulting hard landing, the engine was still running and shut down by the pilot.
The helicopter was examined on March 23, 1998 after it had been moved to a hanger. Pressure and vacuum checks were performed on the engine fuel system. Fuel screens were also examined. No discrepancies were noted. The engine was later transported by the insurance company to ACRO Aerospace in Vancouver, BC, Canada. The Allison representative who observed the testing there reported that the engine started and ran normally during the tests except for a discrepancy about 40 minutes into the test when the engine failed to accelerate from idle. The scroll to PC filter tube B-nuts were found to be loose and the engine again performed normally after tightening. This line had previously been removed as part of the system pressure tests.
Aircraft
- Registration
- N5245P
- Reported as
- Hughes 369E
- Category
- Helicopter
- Serial number
- 0140E
- Airframe hours
- 4,523
- Engine
- Allison A250-C20B, 420 horsepower, turbo shaft
- Damage
- Substantial damage
- Flight
- Personal · Part 91
- Registered owner
- Trident Seafoods Corporation
- Airworthiness certificate
- Standard, Normal
- Last inspection
- Annual · November 14, 1997 · 10 hours before
- Departed
- Barnes Island, WA
- Destination
- BFI
- Airport
- BFI · Boeing Field
Matched to the registry by N-number and the event date; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.
Flight crew
As NTSB recorded them. NTSB leaves out names.
- Role
- Pilot
- Age
- 51
- Certificate
- Commercial
- Airplane ratings
- Single-engine land
- Medical
- Class 2, Valid Medical--no waivers/lim.
- Seat
- Left
- Flight hours
- 11,465 total · 9,000 in this make and model · 11,240 as pilot in command · 9 in the last 90 days · 5 in the last 30 days · 1 in the last 24 hours
Weather
- Conditions
- Visual (VMC) · Day
- Wind
- 360° at 5 knots
- Visibility
- 10 statute miles
- Lowest ceiling
- 5,000 ft broken
- Temperature
- 55 °F, dew point 50 °F
- Altimeter
- 29.00 inHg
- Observed at
- BFI
FAA reports on this event · 1
The FAA’s own accident and incident reports, matched to the aircraft by N-number and date.