Hughes 269A N7028V

Summary

On 9 July 2001 at about 21:25 local time, a Hughes 269A registered N7028V was involved in an accident near Clay, New York, United States. 2 people were on board and 2 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

9 July 2001 at 21:25

Classification

Accident

Location

Clay, New York, United States

Coordinates

43.1806, -76.1702

Aircraft

Hughes 269A

Registration

N7028V

Category

Helicopter

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Fulton → Syracuse

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

NYC01LA167

2 people had minor injuries.

Failure of the left aft cluster fitting due to a fatigue crack. Factors in the accident were the mechanic's failure to identify the crack at the last annual inspection, and the pilot's failure to identify the crack during the last daily inspection

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The helicopter was in cruise flight when the pilot heard a "bang," and lost tailrotor authority. The pilot maneuvered for landing, and then reduced airspeed in anticipation of landing. The helicopter began to rotate. About 30 to 50 feet agl, the pilot pulled collective to cushion the landing. The helicopter impacted the ground and rolled onto its side. The helicopter received an annual inspection 11 months and 23.3 flight hours prior to the accident. During the annual inspection, the mechanic documented that airworthiness directive (AD) 76-18-01 had been complied with. Examination of the left aft cluster fitting revealed that the tailboom attaching point had separated severing the tailrotor drive shaft. The fracture surfaces for the cluster fitting were relatively flat with smooth curving boundaries, "features typical of fatigue." Most of the relatively rough area in the lower lug had curving arrest lines, "features typical of low-cycle fatigue." AD 76-18-01 stated that within 50 flight hours of the effective date of the AD, and thereafter at intervals not to exceed 50 hours of flight time, or until modifications are accomplished, the tailboom support strut aluminum end fittings were to be visually inspected for deformation or damage, and then checked for cracking using dye penetrant. If cracking or damage was identified the effected structure would have had to been replaced. The AD required the dye penetrant inspection be done in accordance with Service Information Notice N-82.3. In addition, the Service Information Notice stated that a daily visual inspection was required, which the pilot stated he performed prior to the flight.

Quoted verbatim from the NTSB record.