Fairchild Hiller FH-1100 accident near Pittsfield, Massachusetts, September 27, 1997
On September 27, 1997 at about 4:00 pm local time, a Fairchild Hiller FH-1100 (helicopter), registered N5045F, was destroyed in an accident near Pittsfield, Massachusetts (Pittsfield Muni). It was an instructional flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The first pilot's improper procedures for an autorotation, and improper flare which resulted in a hard landing. Also causal was the second pilot's inadequate remedial action.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 1997 · about 4:00 pm local time
- Place
- Pittsfield, Massachusetts · Pittsfield Muni
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild Hiller FH-1100 · all FH-1100s on the register
- Registration
- N5045F · no longer on the register · serial 191
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was attempting an autorotation, as part of a biennial flight review. He climbed the helicopter to 800 feet AGL, reduced the airspeed to 80 mph, lowered the collective, rolled off the throttle to split the needles, but the needles did not split. As he continued to roll off the throttle, he noticed the rpm's in the low green area, and the helicopter began to descend rapidly. Within 5 seconds, the helicopter descended, and landed hard against a bank rising from a swamp. A post accident investigation revealed the pilot's collective in the full up position. Control continuity was established from the pilot's collective and cyclic control, to the main rotor system. The left collective and left cyclic sustained impact damage. No pre-impact abnormalities were observed. The first pilot receiving the biennial reported over 499 hours of flight experience in this make and model, and used the helicopter in a scenic ride business. The second pilot had logged over 5,186 of total helicopter flight experience, including 4 hours in this make and model, which he logged 30 years ago. Since his biennial in a Cessna 150, he logged over 150 hours of helicopter time.
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: rotorcraft: helicopter
- Flight time: 752 hours in all; 499 in this make and model; 33 in the last 90 days; 12 in the last 30 days; 583 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,570 hours
- Last inspection: annual inspection, June 7, 1997; 18 hours since
- Maximum gross weight: 2,750 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C18BR (turboshaft); 0 hours total
The flight
- Departed from: PSF at 3:35 pm
- Flight plan: none
- Runway 32, 3,496 ft by 80 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 43°F (6°C)
- Altimeter: 30.00 inHg
- Observation at 3:56 pm from ALB, 35 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.