Hughes 369D accident near Meeker, Colorado, March 8, 2011
On March 8, 2011 at about 8:05 pm local time, a Hughes 369D (helicopter), registered N131AL, was substantially damaged in an accident during maneuvering near Meeker, Colorado. It was a public-use flight under public-use (government) rules. 1 person had minor injuries; 1 other was unhurt.
The NTSB's probable cause their words, unchanged
Main rotor contact with the tail boom resulting in tail boom separation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 8, 2011 · about 8:05 pm local time
- Place
- Meeker, Colorado · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- not recorded
- Aircraft
- Hughes 369D · all 369Ds on the register
- Registration
- N131AL · registry record · serial 1170230D
- Damage
- Substantial damage
- Flight
- Public-use flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
While conducting deer capture operations,the crew felt a shudder or jolt through the helicopter and collective. The first jolt was immediately followed by a bang, at which time the helicopter started to rotate to the right. The helicopter pitched nose down with forward movement as it rotated to the right, impacting the ground. The pilot estimated that he was 40 feet above the trees and that the airspeed was between 25 and 30 knots when the shudder or jolt occurred. The empennage was located 70 feet to the east of where the helicopter came to rest. Examination of the helicopter, engine, and related systems revealed no mechanical anomalies. Metallurgical examination revealed features consistent with overstress separations on all fractures in the tail boom and the driveshaft. The damage and mode of separation of the empennage was consistent with an impact from a main rotor blade. The manufacturer noted that main rotor contact with the fuselage is only possible with a low rotor rpm state or with flight outside of the approved operational envelope. However, the pilot indicated that there were no bells, horns, or warnings prior to the bang and that he did not receive a low rotor warning or a chip light; the investigation was unable to conclude that low rotor rpm or flight outside of the approved operational envelope led to the separation of the tail boom.
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
- Part(s) separation from AC during maneuvering defining event
The NTSB's findings
- cause Aircraft › Aircraft propeller/rotor › Main rotor system › (general) › Incorrect use/operation
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; rotorcraft: helicopter
- Flight time: 7,600 hours in all; 2,420 in this make and model; 318 in the last 90 days; 113 in the last 30 days; 7,400 as pilot in command
- Last flight review: November 29, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 16,415 hours
- Last inspection: continuous airworthiness programme, February 24, 2011; 26 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Rolls-Royc 250-C20B (turboshaft); 0 hours total
- Operator: Quicksilver Air INC
The flight
- Departed from: EEO Meeker CO at 7:00 pm
- Destination: EEO Meeker CO
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 230° at 3 knots
- Visibility: 2 statute miles
- Sky: broken clouds at 1,400 ft; a few clouds at 1,000 ft
- Temperature: 30°F (-1°C), dew point 25°F (-4°C)
- Altimeter: 30.00 inHg
- Observation at 8:06 pm from KEEO, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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.