Hughes 500D accident near Ambler, Alaska, June 27, 2011
On June 27, 2011 at about 5:25 pm local time, a Hughes 500D (helicopter), registered CGLHQ, was substantially damaged in an accident during standing (engine(s) operating) near Ambler, Alaska. It was flown under charter and air-taxi rules (Part 135). 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 misalignment of the helicopter on the landing structure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 27, 2011 · about 5:25 pm local time
- Place
- Ambler, Alaska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 500D
- Registration
- CGLHQ · no longer on the register · serial 200662D
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The helicopter pilot landed a high skid, turbine-powered helicopter at a remote drilling site, and the three passengers disembarked. The remote landing site was constructed of 6-inch by 6-inch wooden beams, which required that the pilot land perpendicular to and on the beams with the helicopter's skids. The pilot reported that after landing he retarded the engine throttle to flight idle to begin the mandatory 2 minute engine cool down procedure. He then got out of the helicopter to check the placement of the helicopter's skids on the beams, and it subsequently tipped backwards, with the tail rotor striking terrain. A postaccident inspection revealed that while landing, the pilot inadvertently placed the helicopter's skids behind the aft wooden beam, and the helicopter tipped backwards once the pilot exited the helicopter. The pilot said there were no preimpact mechanical problems with the helicopter. The helicopter sustained substantial damage to the tail boom, tail rotor drive system, and tail rotor gearbox.
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
- Loss of control on ground during standing (engine(s) operating) defining event
- Collision with terrain or object (not controlled flight into terrain) during standing (engine(s) operating)
The NTSB's findings
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surfa › (general) › Contributed to outcome
- cause Personnel issues › Task performance › (general) › (general) › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: instructor: helicopter; instructor: instrument helicopter; instrument: helicopter; rotorcraft: helicopter
- Flight time: 4,975 hours in all; 87 in this make and model; 88 in the last 90 days; 78 in the last 30 days; 4,857 as pilot in command; 2,658 on instruments
- Last flight review: May 2, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 18,753 hours
- Last inspection: 100-hour inspection; 98 hours since
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: Ambler AK at 12:10 pm
- Destination: Ambler AK
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Visibility: 30 statute miles
- Sky: a few clouds at 500 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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.
Other NTSB records under CGLHQ the same tail number, which may have belonged to a different aircraft at the time
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.