Hughes 369D accident near Petersburg, Alaska, July 31, 1999
On July 31, 1999 at about 2:04 am local time, a Hughes 369D (helicopter), registered N103FW, was substantially damaged in an accident near Petersburg, Alaska (Petersburg airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to refuel the helicopter prior to fuel exhaustion. Factors associated with the accident were an inoperative low fuel warning system, and the pilot's improper autorotation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 1999 · about 2:04 am local time
- Place
- Petersburg, Alaska · Petersburg · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N103FW · no longer on the register · serial 811073D
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The certificated commercial pilot was returning to the airport. He stated that he knew he was low on fuel, but thought he had enough fuel to return since the low fuel light had not illuminated. He said that while on approach to land at the airport, about 400 feet above the runway, all engine power was lost. He entered an autorotation, flared the helicopter about five feet above the runway, and touched down on the runway edge. The pilot said that as the helicopter touched down, the left skid assembly collapsed, and the helicopter rolled over to the left. A pilot-rated witness observed the helicopter enter an autorotation to the runway, and while still about 50 feet above the runway, the accident pilot flared, and the rotor rpm decayed rapidly. He said that the helicopter landed hard on the left skid, which collapsed the left skid, and the helicopter rolled over on its left side. An FAA inspector that examined the helicopter stated that the fuel quantity indicator read 'zero,' and that the fuel low indicator light was not illuminated. He said that when the 'press to test' feature on the warning light was used, the light then illuminated. He added that an inspection of the helicopter's fuel cell revealed about one pint of fuel remaining. The McDonnell Douglas (Hughes) 500D pilot operating handbook, Emergency and Malfunctions Procedures section, states: 'CAUTION: Never use the FUEL LEVEL LOW light as a working indication of fuel quantity.'
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: 5,500 hours in all; 2,500 in this make and model; 88 in the last 90 days; 36 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,954 hours
- Last inspection: 100-hour inspection, July 23, 1999; 17 hours since
- Maximum gross weight: 3,000 lb
- Seats: 5
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: PSG AK at 6:50 pm
- Runway 4, 6,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 7 knots
- Visibility: 10 statute miles
- Sky: not recorded; scat at 4,000 ft
- Temperature: 64°F (18°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 9:04 pm from PAP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.