# NTSB WPR11LA048: MD Helicopter 369D, N155PH, Salem, OR, November 15, 2010 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: November 15, 2010, 13:30 local (21:30 UTC) - Place: Salem, OR - Coordinates: 45.083332, -123.133331 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=45.0833&lon=-123.1333&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering-low-alt flying: External load event (Rotorcraft)](https://openairdocs.org/ntsb-events/480) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report October 9, 2014 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: FAA FSDO - NTSB case key (mKey): 77814 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR11LA048 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/77814/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=77814 - Page: https://openairdocs.org/ntsb/WPR11LA048 ## Probable cause The pilot’s failure to maintain clearance between the longline and trees, which resulted in the longline snagging a tree and then recoiling into the main rotor blades and a subsequent loss of helicopter control. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Related operating info (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 10 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=4470706), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 3 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=4470706), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Main rotor system: main rotor blade system](https://openairdocs.org/ntsb-findings/01046210): Aircraft › Aircraft propeller/rotor · Damaged/degraded (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 6 cases](https://openairdocs.org/ntsb-findings/01046210/cases.md?model=4470706), [All aircraft, 60 cases](https://openairdocs.org/ntsb-findings/01046210/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Awareness of condition (probable cause); cases with it: [Hughes Helicopters HUGHES 369D, 4 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=4470706), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering-low-alt flying: External load event (Rotorcraft)](https://openairdocs.org/ntsb-events/480) (defining event); cases with it: [Hughes Helicopters HUGHES 369D, 9 cases](https://openairdocs.org/ntsb-events/480/sequence.md?model=4470706), [All aircraft, 51 cases](https://openairdocs.org/ntsb-events/480/sequence.md) - [Maneuvering-low-alt flying: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Hughes Helicopters HUGHES 369D, 11 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=4470706), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Hughes Helicopters HUGHES 369D, 26 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=4470706), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that he was transporting tree bundles on a 25-foot longline. He placed a tree bundle on a truck and then went to pick up another load. He looked outside to set up for final approach to deliver the hook to ground personnel. He then lowered the collective, applied aft cyclic to slow the helicopter, and applied the right pedal to turn the helicopter, which allowed him the best possible view of the ground personnel. Just as he applied the right pedal, the pilot felt and heard a bang; the helicopter immediately started to shudder and then pitched forward violently with a left yaw. The pilot subsequently set up for an autorotation, and, after touchdown in a level attitude with a slight forward speed, the pilot-side landing gear collapsed. During the postaccident examination of the helicopter at the accident site, a portion of the longline cable and/or wire was located beside a 7- to 9-foot-tall tree that had a section of its top broken off. The tail rotor was found 20 to 30 feet away. It is likely that the hook assembly snagged the tree, which swayed up to a point, pulled the longline taut, and turned the helicopter right. When the treetop broke away, the helicopter suddenly yawed left and pitched forward. The longline recoiled into the main rotor, which resulted in rotor damage, severe imbalance, and a loss of helicopter control. The pilot stated that he did not observe or feel the longline hook get hung up or dragged through the trees. ## Factual narrative On November 15, 2010, about 1330 Pacific standard time, an MD Helicopters 369D, N155PH, collided with terrain during an off airport landing near Salem, Oregon. Precision Helicopters, Inc., was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 137. The commercial pilot sustained serious injuries. The helicopter sustained substantial damage to the airframe and rotor blades. The local external load flight departed Newburg, Oregon, at an undetermined time. Visual meteorological conditions prevailed, and no flight plan had been filed.The pilot reported that he was transporting 500- to 900-pound bundles of Christmas trees on a 25-foot longline. He started flying at 0700; he flew 1 hour fuel cycles, and had been flying 6.5 hours. He had just placed a bundle of trees on the truck, and went to pick up another load. He located the ground personnel, and started his approach. About 100 yards out, he did a quick instrument scan, and noticed no anomalies. He looked back outside to set up for final approach to deliver the hook. Ground personnel did not indicate any problems with the hook or the helicopter. The pilot lowered the collective, applied a little aft cyclic to slow the helicopter, and applied right pedal to turn the helicopter, which allowed him the best possible view of the ground personnel. The pilot stated that just as he applied right pedal, the helicopter "banged hard," immediately started to shudder, and pitched forward violently with a left yaw. He lowered the collective, rolled the throttle to flight idle, and applied aft cyclic to level the helicopter. He set up for an autorotation landing; about 20 feet above the ground, he flared the helicopter to slow it and build inertia. He raised the collective to cushion the landing, and forward cyclic to attain a level attitude. The helicopter contacted the ground in a level attitude with slight forward speed. The pilot side landing gear collapsed. The pilot stated that at no time did he observe or feel the longline hook get hung or being dragged through the trees. Everything about the approach to the bundle seemed normal until he applied the right pedal. The pilot stated that the helicopter had a 100-hour inspection completed the previous night, and he had done a thorough preflight the morning of the accident. The weather was good with light wind, overcast sky, scattered showers, and temperature in the 40's. The pilot's door had been removed to aid visibility, and he was wearing a flight helmet with a clear visor, gloves, warm clothing, and rain gear. A Federal Aviation Administration (FAA) inspector examined the wreckage at the accident site. He retraced the path from the wreckage to the loading truck, where bundles of Christmas trees had been dropped off. There was a small hill that the pilot needed to fly over between the pickup point for the tree bundles, and where the trucks were being loaded. While walking along this assumed flight path, he found aportion of the longline cable and/or wire right beside a 7 - 9 foot Christmas tree. A section from the top of this tree was broken off. It appeared that the hook assembly had snagged the top of the tree. The tail rotor was found 20-30 feet away. ## Aircraft - Registration: [N155PH](https://openairdocs.org/deregistered/N155PH-2011-09-07), registration cancelled 2011-09-07, S/N 370101D, built 1977 (OpenAirDocs) - Reported make and model: MD HELICOPTER 369D - Registry model: [Hughes Helicopters HUGHES 369D](https://openairdocs.org/model/hughes-helicopters-hughes-369d) (registry code 4470706) (OpenAirDocs) - Registry engine: [Rolls-Royce 250-C20B](https://openairdocs.org/engine/rolls-royce-250-c20b) (registry code 54385, turbo-shaft) (OpenAirDocs) - Category: Helicopter - Serial number: 370101D - Year built: 1977 - Engines: Rolls Royce 250 C20B 250 horsepower turbo shaft - Damage: Substantial damage - Flight: External load, Part 133 - Operator: Precision Helicopters, Inc. - Registered owner: Precision Helicopters, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, November 14, 2010, 6 hours before - Departed: Salem, OR - Destination: Salem, OR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; injuries: serious; commercial; medical: class 2, without waivers/limitations; last flight review February 9, 2010; seat: right; restraint: 4-point; flight hours: 1,895 total, 1,384 in this make and model, 1,833 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 17 knots - Visibility: 10 statute miles - Lowest ceiling: 1,700 ft broken - Temperature: 59 °F, dew point 54 °F - Altimeter: 30.23 inHg - Observed at: KSLE ## 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 20101115051779A](https://openairdocs.org/incident/20101115051779A), Nov 15, 2010: Hughes 369D, Salem, OR, Substantial damage. While operating under part 133 during a christmas tree hauling operation, the remote hook for the external load appears to have momentarily snagged the top of… ## Docket (3 files) The files NTSB released with the investigation on August 21, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=77814. 1.9 MB in all. - Pilot Report (item 1, .PDF, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410050&FileExtension=.PDF&FileName=Pilot%20Report-Redacted.PDF - Record of Conversation - FAA Inspector (item 2, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40415444&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20FAA%20Inspector%20-Master.PDF - Polk County Sheriff’s Report (item 3, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40415445&FileExtension=.PDF&FileName=Polk%20County%20Sheriff%E2%80%99s%20Report%20-Redacted.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.