Hughes TH-55A accident near Morgantown, West Virginia, June 12, 2013
On June 12, 2013 at about 4:30 pm local time, a Hughes TH-55A (helicopter), registered N7057H, was substantially damaged in an accident during initial climb near Morgantown, West Virginia. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inadequate planning which resulted in an encounter with settling with power and descent into terrain during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 12, 2013 · about 4:30 pm local time
- Place
- Morgantown, West Virginia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes TH-55A · all TH-55As on the register
- Registration
- N7057H · registry record · serial 67-15399
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was attempting to reposition the helicopter from an off-airport site in advance of an approaching storm. Following an uneventful preflight inspection and engine start, the pilot climbed the helicopter into a hover and turned toward his intended departure path. He then pushed the cyclic control forward and increased the collective pitch in order to clear some approaching trees. The pilot then realized that “appropriate power” was not available, and turned right in order to avoid the trees. The helicopter subsequently settled with power and impacted the brush below, resulting in substantial damage to the airframe. The pilot reported that there were no pre-impact mechanical malfunctions or failures of the helicopter, nor were any discovered during a postaccident examination of the airframe and engine. The pilot additionally stated that the accident could have been prevented with “better situational awareness.”
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
- Settling with power/vortex ring state during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: private
- Ratings: rotorcraft: helicopter
- Flight time: 281 hours in all; 228 in this make and model; 35 in the last 90 days; 22 in the last 30 days; 255 as pilot in command
- Last flight review: June 15, 2012
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,217 hours
- Last inspection: annual inspection, December 1, 2012
- Maximum gross weight: 1,670 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming HIO-360-B1A (piston); 0 hours total
- Operator: Dah Aircraft LLC
The flight
- Departed from: NONE Morgantown WV at 4:30 pm
- Destination: 79D Philippi WV
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,700 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 29.94 inHg
- Observation at 4:53 pm from MGW, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.