Hughes 500C accident near Key Largo, Florida, February 20, 1995
On February 20, 1995 at about 4:00 pm local time, a Hughes 500C (helicopter), registered N7172Z, was substantially damaged in an accident near Key Largo, Florida. 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 misjudgment of altitude and failure to apply collective cushioning pitch during an autorotation resulting in a hard landing. Contributing to the accident was a total loss of engine power due to a loose coupling B-nut on the pneumatic fuel control system, and improper maintenance inspection of helicopter by unknown maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 20, 1995 · about 4:00 pm local time
- Place
- Key Largo, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 500C
- Registration
- N7172Z · no longer on the register · serial 1220438S
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated he was in cruise flight at 500 feet agl when he experienced a total loss of engine power. He entered autorotation towards a highway. At 100 feet he initiated a deceleration and applied initial collective pitch at about 20 feet. Collective cushioning pitch was not applied. The helicopter collided with the ground ventral fin first, rocked forward, and slid about 150 feet. Examination of the helicopter revealed the B-nut on the after filter coupling of the fuel pressure differential switch was loose. The coupling B-nut was tightened. The engine was run in an engine test cell and developed adequate power. When the coupling B-nut was loosened the engine shut down.
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: flight instructor, 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: 2,600 hours in all; 175 in this make and model; 35 in the last 90 days; 15 in the last 30 days; 2,500 as pilot in command; 10 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,800 hours
- Last inspection: annual inspection, June 24, 1994; 59 hours since
- Maximum gross weight: 3,000 lb
- Seats: 6
- Landing gear: fixed
- Engine: Allison 250-C20 (turboshaft); 0 hours total
The flight
- Departed from: OPF Opa Locka FL at 3:00 pm
- Destination: OPF FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 14 knots
- Visibility: 8 statute miles
- Sky: broken clouds at 20,000 ft; scat at 2,500 ft
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 3:50 pm from TMB, 20 miles away
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.