UH-1N Kirtland AFB 2002


	UH-1F Eglin AFB 1966 UH-1F DMAFB, AZ 1967 UH-1F Malmstrom AFB 1967 UH-1F Eglin AFB 1969 UH-1F Edwards AFB 1971 UH-1F Ellisworth AFB 1971 UH-1N FT. Bragg 1973 HH-1H Hill AFB 1974 UH-1F F.E. Warren 1975 UH-1F Ellsworth AFB 1982 UH-1F Whiteman AFB 1982 UH-1N Bahamas 1984 UH-1 Ellsworth AFB 1986 UH-1N Edwards-Jan-1991 UH-1N Edwards-Oct-1991 UH-1N Kirtland AFB 1996 UH-1N 1998 UH-1N F.E. Warren AFB 1999 UH-1N Kirtland AFB 2002 TH-lH Ft. Rucker 2009 UH-1N Malmstrom AFB 2010 UH-1N Kirtland AFB 2011 UH-1N Minot AFB 2013 CH-3C Malmstrom AFB 1965 CH-3C Sheppard AFB Mar. 1967 CH-3 Sheppard AFB Nov. 1967 CH-3E Midair in Laos 1970 HH-3E Korea 1973 HH-3E Elmendorf AFB 1974 HH-3E Iceland 1979 CH-3E Patrick AFB, 1984 HH-3E Osan 1984 HH-3E 29-Palms 1988 HH-3E Kadena 1989 CH-3E DMAFB 1989 H-5G Ladd AFB 1951 H-5H Maxwell AFB 1953 H-5 New York 1958 H-13G Niagara Falls 1955 H-13 Bryan AFB, TX 1957 H-19A San Marcos 1952 H-19A O'Neill, NB. 1953 H-19B Alexandria, LA. 1954 H-19B Austria 1954 H-19B France 1954 H-19B Korea 1954 H-19B March AFB 1954 H-19B Rhine Main AB 1955 H-19B Eglin AFB 1955 H-19 Skaneateles Lake, NY 1956 H-19 Ashiya Japan 1957 H-19 Edwards AFB 1957 H-19 Niagra Falls 1959 H-19 Sheppard H-19B Loring AFB 1960 H-19 Beal AFB 1963 H-19 Larson AFB 1963 H-19 Saigon, RVN 1964 YH-21 Thule AB 1953 H-21 Goose Bay 1954 H-21A San Marcos TX 1955 H-21B Tennesse 1955 H-21 San Diego, CA 1956 H-21 Alaska 1957 H-21 Goose Bay 1958. SH-21 Greenland 1958 H-21 Elmendorf AFB 1958 H-21 Dugway Proving Grnd. 1958 H-21 Goose Bay 1959 H-21 Greenland 1959 CH-21B Otis AFB 1959 H-21 Indian Springs AAF 1961 H-21 Luke AFB 1961 H-23B Moody AFB 1953 H-43A James Connally AFB 1959 H-43B Loring AFB 1961 H-43B Westover AFB 1961 HH-43B MacDill AFB, FL 1964 HH-43B Stead AFB 1965 HH-43B Clark AB, PI 1966 H-43 Sheppard AFC, TX 1966 HH-43B Phan Rang 1968 HH-43B MacDill AFB 1969 HH-43B Hill AFB 1973 HH-53C Eglin AFB 1969 CH-53C Germany 1975 CH-53C Germany 1976 HH-53C Woodbridge 1977 HH-53C Kadena AB 1979 HH-53B Kirtland AFB 1981 HH-53C Kirtland AFB 1982 MH-53 Philippines 1984 CH-53C Pope AFB 1984 HH-53C Hickam AFB, HI 1985 HH-53C Hill AFB 1986 HH-53H Nellis AFB 1986 MH-53J Korea 1995 HH-53B Vance AFB 1996 HH-53B Cherry Point 1998 MH-53J Ft. Bragg 1999 MH-53M RAF Mildenhall 2000 MH-53 Durango CO 2002 MH-53M USNS Kanawha 2002 MH-53M Afghanistan 2003 MH-53M FOL Hurlburt Fld 2003 MH-53M Kuwait 2003 MH-53M Hurlburt Fld. 2007 UH-60A Pope AFB 1987 HH-60G New York 1991 MH-60G Antigua 1991 HH-60G Great Salt Lake 1992 HH-60G Davis-Monthan AFB 1994 HH-60G Korea 1994 HH-60G Indian Springs 1998 HH-60G Al Jabar AB 1999 HH-60G Avon Park 2001 HH-60G Mt. Hood 2002 HH-60G Afghanistan 2002 HH-60G Afghanistan 2003 HH-60G Afghanistan 2004 HH-60G Angel Fire, NM 2005 HH-60G Kandahar 2007 HH-60G Afghanistan 2009 HH-60G Okinawa 2013 HH-60G Lakenheath 2014 HH-60G Lakenheath 2014 1 HH-60G Lakenheath 2014 2 Ellsworth AFB 1955 Hawaii crash 1963 Patuxent River NAS 1960 Randolph AFB 1957 Spokane River, WA 1959 Tyndall AFB 1961 Wright-Patterson 1956 Spokane River 1972

UH-1N S/N 69-6612

Kirtland Air Force Base, NM

08 August 2002

EXECUTIVE SUMMARY

AIRCRAFT ACCIDENT INVESTIGATION

On 8 August 2002 at approximately 1610 (all times are local), the mishap aircraft (MA), a UH-1N, S/N 69-6612, crashed on Pad 8 of the auxiliary field (N34-57.16 W106-33.95), approximately 5 NM south of the Albuquerque International airport. The crew on the MA consisted of five people, the mission instructor pilot (MIP), two mission student pilots (MSP1, MSP2), mission flight engineer (MFE), and a student flight engineer (SFE). The MA was on a scheduled contact check ride on the MSFE, a contact training flight on the MSP2, and an ungraded remedial training flight on the MSP1. All three students were in UH-1N qualification training. The MSP1 had been graded "unsatisfactory" in manual fuel operations on the previous day's recommendation flight for manual fuel operations due to an over speed on the manually controlled engine. The MA too-off seven minutes early at 1353 on a VFR flight plan to the auxiliary field. Two hours and 17 minutes after departure, the MA crashed on pad 8 of the auxiliary field. The aircraft was technically destroyed, but the crew was not injured. There was no damage to the landing site.

The accident was the result of pilot error brought on by MSP1 applyhing too much throttle to engine number 1, causing its power to exceed that of the automatically controlled #2 engine. This input results in what is called a swap, a condition where the manually controlled engine provides more power than the automatically controlled engine, effectively creating a single engine situation, and loss of power to the rotor system degrading its ability to produce lift thus causing the helicopter to rapidly descend. The MSP1's improper control of the MA #1 throttle (the manually controlled/ungoverned engine) placed the MA in a condition which resulted in a momentary loss of power to the automatically controlled engine, placing the MA in a single engine condition without the power to maintain either an in or out of ground effect hover, which resulted in the rapid loss of RPM's to the main rotor system and started an accelerating descent. Clear and convincing evidence indicates that once the MSP1 had made the throttle inputs it was impossible to arrest the decent of the helicopter due to the lack of time available to recover the #2 engine (governed engine) back to full operating power (2-5 seconds required) and the lack of altitude available to recover the rapidly decaying main rotor RPM (within the first second of the #2 engine reducing power, the main rotor had decayed to 92% of less). The aircraft was not recoverable at that point, the only question was at what rate of decent it would impact. The MIP's inputs in the 2-3 seconds he had to react where focused on leveling the MA and controlling the yaw axis to prevent MA rollover and blade to fuselage contact. These actions ensured that no serious injuries were suffered by the MA crew.

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