Amateur-built EXEC 162F accident near Manassas, Virginia, April 16, 2000
On April 16, 2000 at about 5:05 pm local time, a amateur-built EXEC 162F (helicopter), registered N162GG, was substantially damaged in an accident near Manassas, Virginia (Manassas airport). 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
Was the pilot' use of an unsecured ballast weight in the cockpit that shifted in flight and blocked the collective control movement.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 16, 2000 · about 5:05 pm local time
- Place
- Manassas, Virginia · Manassas
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built EXEC 162F
- Registration
- N162GG · no longer on the register · serial 6250
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner/builder of the homebuilt helicopter departed on a local flight. He completed a traffic pattern, and initiated an approach to the ground. During the final segment of the approach, the pilot found the collective control stick difficult to lower, and the movement restricted. The pilot forced the collective to the full-down position, and the helicopter contacted the ground and rolled over. A 25-pound metal barbell plate was found in the foot well on the copilot's side after the accident. The surface of the plate was lightly coated with rust. Examination of the copilot's seat cushion revealed rust colored transfers on the fabric. The seat pan exhibited circular scratches that measured the same radius as the barbell plate. The collective stick was raised, and the barbell plate was placed so that it was superimposed over the scratches. The collective stick was lowered, it contacted the plate, and approximately the bottom 1/3 of the collective stick travel could not be attained. The pilot explained that on the advice of the kit factory, a 25-pound weight could be added to the co-pilot's side to assist the pilot in achieving a more wings-level vertical ascent to a hover. He said: 'A 25-pound weight in the right seat worked fine. I flew with it all the time. It was secured by the seat belt. On the last flight it was not secured. I just put it on the seat because it was so heavy.'
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 7,383 hours in all; 12 in this make and model; 14 in the last 90 days; 10 in the last 30 days; 7,383 as pilot in command; 498 on instruments
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8 hours
- Last inspection: approved inspection programme, February 2, 2000; 8 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotorway 6306 (piston); 0 hours total
The flight
- Departed from: HEF at 5:45 pm
- Flight plan: none
- Runway 34L, 3,703 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 4:55 pm from HEF
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.