Amateur-built Rotorway Exec accident near Gibson, Louisiana, November 5, 2005
On November 5, 2005 at about 8:40 pm local time, a amateur-built Rotorway Exec (helicopter), registered N5436X, was substantially damaged in an accident near Gibson, Louisiana. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 5, 2005 · about 8:40 pm local time
- Place
- Gibson, Louisiana · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Rotorway Exec
- Registration
- N5436X · no longer on the register · serial 1
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 2,000-hour commercial pilot was performing initial hover test flights in a homebuilt helicopter he had recently acquired for parts. The pilot reported that approximately 30-minutes into the first test flight, the liquid cooled engine began to overheat. The pilot added that he elected to land and shut the engine down to investigate. He observed water leaking from a hose clamp on the engine cooling system. He tightened the clamp and waited for the engine to cool down. After checking for leaks, the pilot elected to continue with the test flight. After another 20-minutes of additional hovering, the pilot proceeded to stay in a traffic pattern to perform takeoffs and landings. While in the traffic pattern at his 200 acre ranch, the pilot neglected to monitor the engine instruments and while on the fifth approach, while the helicopter was at about 300 feet agl, the engine lost power. The pilot initiated an autorotation; however the helicopter was unable to clear a tree line, and the main rotor blades collided with a tree. The helicopter impacted the ground hard, coming to rest against a tree. At the time of the accident, the pilot estimated that the winds were from 150 degrees at 10 knots. The reason for the loss of engine power could not be determined.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 2,000 hours in all; 1 in this make and model; 2,000 as pilot in command
- Medical certificate: Class 3
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 58 hours
- Last inspection: approved inspection programme
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotorway RW-145 (piston); 0 hours total
The flight
- Departed from: Gibson LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 10,000 ft; scat at 2,500 ft
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.95 inHg
- Observation at 8:50 pm from HUM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.