Amateur-built ROTORWAY EXEC 162F accident near Lincoln, Alabama, March 19, 2011
On March 19, 2011 at about 10:50 pm local time, a amateur-built ROTORWAY EXEC 162F (helicopter), registered N192AB, was substantially damaged in an accident during enroute (cruise) near Lincoln, Alabama. It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved.
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The NTSB's probable cause their words, unchanged
A total loss of engine power during cruise flight for undetermined reasons.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 2011 · about 10:50 pm local time
- Place
- Lincoln, Alabama · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- not recorded
- Aircraft
- Amateur-built ROTORWAY EXEC 162F
- Registration
- N192AB · registry record · serial 14AB
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The experimental helicopter was equipped with a modified kit engine. After completing 1.7 hours of instruction, the instructor and pilot landed uneventfully and fueled the helicopter. Shortly after departure for a nearby airport, about 600 feet above ground level, the helicopter experienced a total loss of engine power. The instructor took control of the helicopter and performed an autorotation to a field; however, the helicopter rolled during touchdown and sustained substantial damage. The experimental engine used the engine case and crankshaft of the kit engine, but an additional 40 horsepower was achieved with the use of modified cylinders, valves, and two digital engine control units (DECUs). If the DECUs sensed a fuel flow disruption, they would reduce engine power to idle. Examination of the wreckage revealed that there was adequate fuel on board. The fuel and fuel filter were absent of contamination. The engine was started and ran continuously for approximately 10 minutes. According to the pilot, who was also the owner of the helicopter, the fuel line was routed next to a hot water line, and a radiator hose was used to separate the two lines. During the accident flight, just prior to the loss of engine power, the pilot noted that the engine was hot, the water temperature was 210 degrees Fahrenheit (F), and the oil temperature was 165 degrees F. The pilot added that the water temperature should only usually be about 10 degrees F hotter than the oil temperature. He believed that heat from the water line caused a vapor lock in the fuel line. Subsequently, when the DECUs sensed a disruption of fuel flow, they reduced engine power to idle; however, that theory could not be verified during a postaccident wreckage examination or an engine test run. The ambient temperature at the time of the accident was 81 degrees F.
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
What happened, in order
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Autorotation Hard landing
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: helicopter; instrument: airplane; rotorcraft: helicopter
- Flight time: 3,629 hours in all; 192 in this make and model; 77 in the last 90 days; 36 in the last 30 days; 3,533 as pilot in command; 269 on instruments
- Last flight review: November 12, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 260 hours in all; 5 in this make and model; 9 in the last 90 days; 4 in the last 30 days; 0 on instruments
- Last flight review: March 12, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 153 hours
- Last inspection: condition inspection, October 9, 2010
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Vps (piston); 0 hours total
The flight
- Departed from: PLR Pell City AL at 10:45 pm
- Destination: ASN Talladega AL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 54°F (12°C)
- Altimeter: 30.15 inHg
- Observation at 10:53 pm from ANB, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA11LA197.