Hughes 500D accident near Mt. Crawford, Virginia, March 9, 1986
On March 9, 1986 at about 8:15 pm local time, a Hughes 500D (helicopter), registered N8352F, was substantially damaged in an accident near Mt. Crawford, Virginia. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 1986 · about 8:15 pm local time
- Place
- Mt. Crawford, Virginia · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Hughes 500D
- Registration
- N8352F · no longer on the register · serial 1260066D
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER REFUELING AT SHENANDOAH VALLEY AIRPORT LOCATED NEAR STAUNTON, VIRGINIA, THE HELICOPTER CLIMBED TO ABOUT 1800 FEET MSL ON A NORTH HEADING. APPROXIMATELY 15 MINUTES AFTER DEPARTURE A LOUD RUMBLE WAS HEARD COMING FROM THE REAR OF THE AIRCRAFT AND THE PILOT IMMEDIATELY LOWERED THE COLLECTIVE AND ROLLED OFF THE THROTTLE. THE STUDENT PILOT, SITTING IN THE RIGHT FRONT SEAT, STATED THAT AFTER THE PILOT INITIATED THE FLARE, THE HELICOPTER 'HUNG IN THE AIR FOR A MONENT AT APPROX. 30' AGL THEN DROPPED TO THE GROUND AND ROLLED OVER.' DISASSEMBLY OF THE TAIL ROTOR DRIVE GEAR ASSEMBLY REVEALED THAT THE OUTPUT DRIVE PINION HAD FAILED. LABORATORY EXAMINATION REVEALED THAT THE FRACTURE SURFACES REVEALED MARKINGS TYPICAL OF FATIGUE PROGRESSION. MCDONNELL DOUGLAS HELICOPTER COMPANY HAD ISSUED AN ENGINEERING ORDER #139419 WHICH CONCERNED REWORKING THE DRIVE PINION, HOWEVER, A SERVICE BULLETIN WAS NOT ISSUED REGARDING THE NEED TO REWORK THE PINION AT OVERHAUL.
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: single-engine land; instructor: helicopter; rotorcraft: helicopter
- Flight time: 928 hours in all; 110 in this make and model; 112 in the last 90 days; 35 in the last 30 days; 825 as pilot in command; 583 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,987 hours
- Last inspection: 100-hour inspection, March 4, 1986; 16 hours since
- Maximum gross weight: 2,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Allison 250-C20B (turboshaft); 0 hours total
The flight
- Departed from: SHD Shendandoah VA at 8:05 pm
- Destination: Mt. Jackson VA
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 15 knots
- Visibility: 25 statute miles
- Sky: scat at 2,000 ft
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 8:05 pm from SHD, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 1 | ||
| Passengers | 2 |
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 N8352F 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.