Commercial authorisation
FAA Part 135 current listing1 operator
This aircraft is currently listed by the FAA as authorised for Part 135 operation. This does not prove that it has flown charter services. View operator details.
N412TS
FAA · N-Number United StatesV Valid Registration On watch list Updated
- Mode-S hex
-
A4DD48 - Serial
- RK-409
- Type
- Fixed wing multi engine
- Manufacturer
- RAYTHEON AIRCRAFT COMPANY
- Model
- 400A
Overview
Aircraft
Make / model- Manufacturer
- RAYTHEON AIRCRAFT COMPANY
- Model
- 400A
- Type
- Fixed wing multi engine
- Category
- Land
- Engines
- 2
- Seats
- 10
Registrant
MASTER
LLC
HXP LLC
REGISTRANT SINCE ·
Live tracking
Mode-S
Mode-S hex code (24-bit ICAO)
A4DD48
This is the unique transponder address this airframe broadcasts. It does not change when the registration changes hands.
Key dates
LifecycleCert issued
Last action
Expires
Recent changes
Members onlyChange history for this aircraft is available to signed-in members. See what's included.
Market intelligence
Members onlyMarket-intelligence filings (FAA registrations only) are available to signed-in members. See what's included.
Technical
Airframe
ACFTREF- Manufacturer
- RAYTHEON AIRCRAFT COMPANY
- Model
- 400A
- Type aircraft
- Fixed wing multi engine
- Category
- Land
- Weight class
- Light
- Serial number
- RK-409
Capacity & weight
Performance- Seats
- 10
- Weight class
- Light
FAA uses a weight category code rather than exact pounds. Weight classifications reflect the aircraft type certificate data.
Registration
Status
Current
V
Valid Registration
The certificate is valid through . Last action by FAA .
Part 135 operators
Current FAA operator-and-aircraft list1 current
- 3CMA
- AIRCRAFT MANAGEMENT GROUP INC · 135
Currently listed by the FAA as authorised for Part 135 operation. Authorisation does not prove actual charter flights or ownership.
Certificate
Airworthiness- Type registrant
- LLC
- Airworthiness
- Cert issued
- Last FAA action
- Expires
- Fractional owner
- No
- FAA region
- Eastern
Registrant
MASTER address
Active
- Owner name
- HXP LLC
- Type
- LLC
- Registrant since
- Street
- 1105 N MARKET ST STE 1300
- City
- WILMINGTON, DE 198011241
- County
- 003
- Country
- United States
Safety
Safety records
1 on file
1
NTSB records on file
27 Jul 2008
Most recent record
Serious
Highest injury level
Destroyed
Worst aircraft damage
-
20:20 UTC NYC08LA259 NTSB Accident N-number matches, but serial number differs Location: Graysville, TN, USA Injury: Serious Damage: Destroyed
Record details
- Aircraft
- SANDS THOMAS E ROTORWAY 162
- Occurrence
- Maneuvering Flight control sys malf/fail
- Operation
- Part 91 — General aviation
- Conditions
- VMC · Day · Wind 0° at 3 kt · Visibility 10 sm
- Accident narrative
- On July 27, 2008, about 1620 eastern daylight time, an amateur-built Rotorway 162F, 412TS, was destroyed when it was consumed in a postcrash fire following a forced landing in Graysville, Tennessee. The certificated private pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight, which departed a helipad on the pilot's property in Dayton, Tennessee. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.
According to maintenance records, the pilot purchased the helicopter from the builder about 6 weeks before the accident. At the time of purchase, the helicopter had flown 42.6 hours, and at the time of the accident, the helicopter had flown 57 hours.
According to the pilot, he performed a "detailed," "panels off" preflight inspection of the helicopter prior to the accident flight. He added 5 gallons of fuel, and after startup, performed a "standard run up and checks per Rotorway checklist." The pilot then lifted the helicopter into a hover, made right and left 360-degree pedal turns and performed sideways hovers. Because the helicopter was new, the pilot then landed it, shut it down, and performed a second inspection that included belt tensions.
The pilot subsequently restarted the helicopter, performed another run up per the checklist, and departed his helipad, climbing the helicopter to 1,500 feet indicated, or about 600 feet above the ground. The pilot then flew the helicopter in a straight line for about 2 miles, then initiated a left turn. During the turn, the pilot noted a low frequency vibration, and an "unusual back pressure on the cyclic." As the helicopter came out of the turn, the back pressure to the cyclic increased. At the time, the indicated airspeed was 75 mph, and all gauges were "in the green." As the helicopter continued straight and level, back pressure continued to increase, and the pilot needed more forward cyclic to maintain airspeed and level flight.
The pilot subsequently climbed the helicopter to 1,750 feet, and reversed course back toward his home. After completing the turn, the helicopter initiated a "sudden and uncommanded nose up attitude," and rolled to the left. The helicopter then became unresponsive to the pilot's inputs, and continued to roll left, with the nose dropping so low that the pilot was looking at the ground.
The helicopter continued a counterclockwise rotation, which the pilot was finally able to arrest utilizing collective, throttle, and "forcibly" pulling and pushing on the cyclic as needed. The pilot then performed a "quasi-controllable" and "wobbly" autorotation to the ground, and was able to touch down on the skids, heading down-slope on a hill, with no forward or side motion. The helicopter then rolled over on its right side, and the pilot smelled fuel, which then ignited as he exited through the broken windshield.
According to the on-scene Federal Aviation Administration (FAA) inspector, because the helicopter was so badly consumed by the fire, a thorough examination was not possible. - Factual narrative
- The amateur-built helicopter had flown 57 hours since new. The new owner performed a detailed preflight inspection and repetitive run up checks prior to departure, with no mechanical anomalies noted. After takeoff, the pilot climbed to about 600 feet above the ground, flew straight for approximately 2 miles, then turned to the left. During the turn, the pilot noted a low frequency vibration, and an "unusual back pressure on the cyclic." Coming out of the turn, back pressure to the cyclic increased. Indicated airspeed was 75 mph, and all gauges were "in the green." As the helicopter continued straight and level, back pressure continued to increase, requiring more forward cyclic to maintain airspeed and level flight. The pilot climbed, and turned back toward the departure point. After the turn, the helicopter initiated an uncommanded nose up attitude and rolled to the left, with the nose then dropping so low that the pilot was looking at the ground. The pilot arrested the turn utilizing collective and throttle, and by "forcibly" pulling and pushing on the cyclic as needed. He then performed a "quasi-controllable" autorotation to the ground, landing on the skids, heading down-slope on a hill, with no forward or side motion. The helicopter subsequently rolled over on its right side, and fuel ignited as the pilot exited through the broken windshield. Due to the helicopter being consumed in the postcrash fire, a thorough examination was not possible.
- Cause narrative
- A loss of control for undetermined reasons.
- Findings
- Not determined-Not determined-(general)-(general)-Unknown/Not determined - C
- Official record
- View NTSB docket
Full safety record preview
Showing 1 of 1 indexed NTSB records for N412TS. Create a free account to view all matched records.
Safety records are matched from official aviation occurrence datasets, with serial/model context shown where available. This is an indexed record check, not an exhaustive safety record. Artifact built .